FlightCm African Commercial Aviation
Edition 319 September 2022 Cover: SAF AEROGROUP
Starlite Aviation – pioneering Virtual Reality Mission Training
AAD Preview Cessna 182 – 300hp Jim Davis: The tragic twin Albats crash Flight Report : Bombardier Global 6000 Elmar Conradie – on FlySafair’s growth Peter Garrison: The Beautiful Bugatti P100 September 2022
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POSITION REPORT THIS MONTHS’ LONG DELAYED African Aerospace and Defence Expo (AAD) is a welcome shot in the arm for the South African aviation industry. AAD walks the tricky line of combining both the civilian and military sectors. This year there is a special emphasis on GA. Co-convenor is the Civil Aviation Association of South Africa (CAASA) whose acting CEO Kevin Storie says that CAASA is providing a brand-new GA hub at the forefront of the show. “This will boost the commercial and recreational side of aviation. The hub will provide direct access to a GA exhibition space and breakaway rooms for presentations. In addition, the Aero Club of South Africa gets its own outside display park for free.”
big salaries for its massive overstaffing and for its vastly top-heavy ranks of generals and staff officers. The SAAF therefore cannot by its own admission afford to fly its Gripen front line fighter fleet and is struggling to give its pilots enough time in the air for them to remain current. At the same time, Unmanned Aerial Vehicles (UAVs) have proven to be expensive systems. It is therefore good news that, at time of writing, the organisers are hopeful that the final sign-off will be obtained for a drone flying exhibition. This reflects the still growing demand for an exhibition to demonstrate the vast commercial and recreational opportunities in RPAS operations.
THE GROWING DEMAND FOR AN EXHIBITION
Storie points out that, “AAD is unique in that, unlike conventional airshows, it creates a powerful opportunity for the key players in general aviation to interact directly with buyers from all over the world, both from the civilian and commercial sectors. We are pleased to say that we already have almost all the key GA players signed up as exhibitors.”
South African aviation needs all the stimulus it can get – and AAD adds a lot of the required stimulus. Particularly baleful is the almost complete absence of funding for operational flying by the SAAF. Instead, our once highly capable air force has spent its money on
It is also good to see the South African home grown AHRLAC returning once again. The AHRLAC is an impressive aircraft up close.
The USA has declared its intention to have a strong presence at the expo. At time of writing it had announced that it is exhibiting the Boeing C-17 Globemaster, the Boeing KC-135 Stratotanker, a Lockheed C130J Hercules, a Boeing KC-46 Pegasus and a Sikorsky UH60 Black Hawk helicopter. Finally – the future of aviation is being addressed by AAD’s youth development programme which is aimed at exposing learners to the complex technologies and innovation within the aviation and defence industries. It’s great to have AAD back, and I look forward to meeting all our loyal supporters there.
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Guy Leitch - ATTITUDE FOR ALTITUDE Peter Garrison - REQUIEM George Tonking - HELI OPS Jim Davis - PLANE TALK Jim Davis - ACCIDENT REPORT Ray Watts - REGISTER REVIEW
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CONTENTS FEATURES SA FLYER
16 STARLITE AVIATION TRAINING 52 FLIGHT TEST: BOMBARDIER GLOBAL 6000 78 HEART TRANSPLANT: UPGRADING A C182 102 AAD 2022 – PREVIEW 112 THE GLIDING WORLD CHAMPIONSHIPS FLIGHTCOM
22 The Mountain - John Bassi 30 The Regulatory Round Out 34 Face to Face - Elmar Conradie 40 Aves Holdings – Maintenance for Africa 44 AEP - The Survival of the Best
100 M & N Acoustic Register Review 116 SV Aviation Fuel Table 120 Aviation Direct Events Calender
11 AME Directory 52 ALPI Flight School Listing 53 Charter Directory 54 AVES Technics AMO Listing 56 Aviation Directory 10
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This FlySafair flyover of Ellis Park was a once in a lifetime a photo opportunity for the fortunate or well-placed photographer. Stephan Rossouw received a call from ace pilot Pierre Gouws who was organising the flypast of the Boeing 737-800. Fellow airshow and trusted formation pilot Nigel Hopkins was tasked with flying Stephan in Nigel’s dad Derek’s “Pops” RV-8. They carefully planned and flew the flypast at 150 KTAS. Stephan used his Canon 5D MkIV with a Canon 24-105L lens at 90mm. The shutter speed was 1/1250th with aperture f/4 at ISO 100. An interesting footnote was that SA Flyer’s reporter Garth Calitz had first been asked to do this shoot but had to turn it down because of a commitment to a friend for matric dance photos – and then the matric dance did not happen. Garth was hugely chagrined!
September 2022 Send your submissions to firstname.lastname@example.org
– Now Training Mission Networked Pilots Advanced network flight training simulators have become a core part of pilot development. They provide an environment that fully immerses the student in the entire mission, and not just the actual aircraft flying. SOUTH AFRICA’S Starlite Aviation Training Academy is the first company in Africa to operate a dedicated virtual reality (VR) full mission training facility. In a revolutionary leap, rotary and fixed wing humanitarian and peace support training can
now be trained with virtual and mixed reality. The Starlite Aviation Academy has been an early adopter of the latest technology by acquiring four helicopter and two fixed wing simulators, complete with the latest suite of dynamic environment software and instructor operating stations.
Two pilots and an instructor using the integrated Tactical Mission training system.
Starlite's Tactical Mission Training System is now operational.
By making a substantial initial investment in simulators, Starlite saves clients a significant amount of money when directly compared to operating the same sortie in the actual aircraft. There are also other benefits, for example, being able to pause the training or reset if it is not going to plan. Entire mission data may be downloaded to use for a detailed after-action review.
to provide Africa’s first commercially available aviation mission training facility for advanced aircrew training. The facility uses the most advanced Virtual Reality headsets and motion systems on the market. Vrgineer’s XTAL headset has been developed by a team of international military pilots and is the first-ever pilot-dedicated headset on the market. “The XTAL 3 offers an extended field of view of 180° horizontal and 90° vertical, currently the widest visual field commercially available for professional simulations. In combination with two 4K resolution displays and a pair of 4K mixed reality cameras, it delivers an outstanding visual experience,” says CEO and co-founder Vrgineers, Marek Polcak.
Live , Vir t ual, Imme r s ive Simulat ion
Pilots receive tuition in advanced techniques, such as aircraft survivability and threat evasion. Elements such as these provide pilots with the foundations needed to operate helicopters in complex mission environments as both military and civil aviators.
Starlite Aviation’s new Mission Training Facility Based on Starlite's Mossel Bay campus in South Africa, the facility is now uniquely positioned
Polcak adds, “The Starlite Aviation Training Academy facility demonstrates the adaptation of a new era of pilot training in Africa, and places Starlite at the forefront of this cuttingedge technology and training system. It now September 2022
means that smaller countries no longer need to be so reliant on US and European countries to train their military pilots but can now internalise a significant amount of their training requirements.
Henry Poole - Starlite's Head of Training Business Unit.
“Every nation can now afford a fully equipped virtual and mixed reality training facility, all at a fraction of the cost of the more conventional simulators that they have become used to operating over the past decades," Polcak says. The training courses are designed by UK based aviation training specialist, CHS Tactical, and are created specifically for Starlite's African clients. Their mission training software uses BISim’s VBS4, which is widely used by many of the world’s largest militaries for both planning and training. “Our foundation and advanced courses are designed to be three weeks long, with a mixture of theoretical classroom based studies utilising the latest learning management systems, and culminating in an intense simulator package which has been designed to test the trainee’s airmanship, decision making and thought process prior to them continuing their live training on more complex systems with Starlite,” says CEO CHS Tactical Chris Phipps.
deliver is enhanced by the high-level military experience of the training team. The facility thus significantly enhances training for military, civil and governmental trainee aircrew – and at a lower cost and risk than flying actual aircraft. Head of Starlite’s Training Business Unit, Henry Poole, says, “This training system marks a step change in the quality and capability of training systems at our disposal. The aviation operational environment is ever changing and the tactics, techniques and procedures (TTPs) and skills the aviators must employ to remain both safe and efficient are growing in complexity alongside the expected missions and aircraft.”
Input f r om highl y ex pe r ie nce d ex-milit ar y ins t r uc tor s
The scope of the environmental and role training which Starlite’s new mission training facility can
Under the leadership of Poole, Starlite has been working closely with UK and Czech based training specialists to create a bespoke mission
A key component is the Virtual and Mixed Reality headset.
training facility. The system has the capability to rapidly re-role between rotary and fixed wing platforms. “We are now able to place multicrew, multi-aircraft formations into a complex threat environment, in poor weather, with a smart advisory, and exercise their cognitive and practical flying skills; whilst working back to our fully simulated Tactical Operations Centre,’ Poole says.
matched to the clients’ need. “We are confident that this highly immersive approach to training will redefine the realism baseline for operational aircrew training.” “The system is uniquely able to train up to four pilots at a time (or eight for two pilot ops) in the dynamic collective training environment, with all crews in either virtual reality or mixed reality. Additionally, the operations room allows for their peers to experience and practice the functions of Operations Officer and Ground Commander during the mission to further enhance the immersion benefit. The most remarkable results come from the unique full immersion training environment it allows our skilled instructors to deliver,” Poole says.
allow cr ews to prac t ice , not jus t t he f l y ing, but t he ‘ f ull mis s ion day ’
Poole continues, “We are immensely proud of our ability to allow crews to practice, not just the flying, but the ‘full mission day’, including the planning, mission orders, flight and after action review; all without leaving the exercise environment. Our system is developed on the back of the USAF and RAF training technologies, with significant input from highly experienced ex-military instructors to ensure the training capability is
VALUE CHAIN IN ADDITION TO THIS LATEST MISSION training system, Starlite Academy’s full value chain is now able to provide training on the full range of Airbus helicopters in the Starlite holding company SAF Group’s fleet. In addition, Starlite has its own Alsim AL250 simulator for fixed wing training and it provides remote piloted aerial system (RPAS) training.
The company will shortly include a dedicated ATPL course, starting in January 2023, and a cadet training programme. Both the ATPL and cadet courses will follow Starlite Training’s rigorous standards of military professionalism, under the leadership of Henry Poole, a former British Army helicopter instructor.
The Tactical Mission System is a key part of Starlite's value chain.
Cadet training for airlines is presented as an alternative to university education for those who are able to self-fund – or for airline cadets supplied by the Academy’s airline clients. The ATPL course still includes the interim stages of PPL and CPL multi-engine instrument qualifications.
Starlite CEO Gareth Schenhage.
In keeping with its military professionalism, the academy follows a very rigorous pilot selection process, using computer assessment software which has proven to be 97% effective in selecting the correct quality of student. This minimises the dropout rate and associated fruitless expenditure on training time and resources (and a waste of the funder’s money). The cadet scheme has already attracted potential key airline clients and funders such as the South African Transport Education Training Authority (TETA). A further key competency is remotely piloted aerial systems (RPAS or drones) instruction, which Starlite has been providing for a number of years. In addition to teaching RPAS flying skills, Starlite focusses on providing the student with a synoptic understanding of the mission profile. This requires the drone pilot to understand the very diverse RPAS mission capabilities in terms of the ground commander’s intent and the need for the production of timely and accurate information as the product of the mission.
CEO of Starlite Aviation, Gareth Schenhage, says, “The addition of the mission training capability to Starlite Aviation Training Academy’s suite of services provides a full value-chain offering that the company intends to expand throughout Africa.”
Website: https://www.starliteaviation.com/training/ Facebook: https://www.facebook.com/1Starlite Instagram: https://www.instagram.com/starlite_ training_academy/
VR – Tactical Mission Training Enquiries: Head of Training BU: Henry Poole: +27 83 287 4046 Email: email@example.com Helicopter, Aeroplane and Drone Pilot Training Enquiries: Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 Email: firstname.lastname@example.org
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Starlite Aviation September 2022 Training Academy
SOLAR-POWERED DRONE CRASHES The Airbus Zephyr’s ‘unexpected termination’ comes after 64 days in the air. The Zeyphr surpassed all known uncrewed aircraft endurance records. DURING THE TRIAL, the drone climbed to more than 60,000 feet before it flew a course over the southern U.S., the Gulf of Mexico, and South America before returning to Yuma airspace.
The Zephyr 8 flew more than 30,000 nm during the test and doubled a previous UAS endurance record of about 26 days. It amassed 1,500 flight hours, which also beat all known unmanned aircraft endurance records, the Army said.
The US Army Future Command’s Assured Positioning, Navigation and Timing/Space (APNT/Space) cross-functional team launched the Zephyr 8 UAV on June 15 at Yuma Proving Ground in Arizona to test the UAV’s energy storage capacity, battery longevity, stationkeeping abilities, and solar panel efficiency as a means to boost intelligence, surveillance, and reconnaissance capabilities.
“Despite this event, the Army and its partners have gleaned invaluable data and increased knowledge on the endurance, efficiency, and station keeping abilities of high-altitude UAS platforms,” Michael Monteleone, director of the APNT/Space CFT, said in a statement. “That knowledge will allow us to continue to advance requirements for reliable, modernized stratospheric capabilities to our soldiers.”
“The events that led to Zephyr’s unexpected termination are currently under investigation. Further information will be released once the investigation is complete,” Army Futures Command spokesperson Madeline Winkler said.
During the 64-day flight the drone reached more than 60,000 feet.
Flight data indicated the Zephyr experienced a rapid descent at 4,544 feet per minute, Flight Global reported. While officials did not provide further detail about the event, they said not all was lost. September 2022
ATTITUDE FOR ALTITUDE: GUY LEITCH
Prepare to Meet thy Boom – by 2030?
Aviation has a fascinating ability to suck people, who should know better, into investing in fundamentally absurd ideas. LEAVING ASIDE THE ONGOING delusion of flying cars, the two absurdities that continue to grip people's imagination are the notions that: Firstly, supersonic airliners will be with us before 2030. Secondly: that battery powered multirotor vertical takeoff air taxies will be practical even earlier than 2030. It was the rise of computer assisted design (CAD) that has driven many of these more unlikely flights of fancy. All you need is a PC and a gifted graphic designer and a great website (see https:// boomsupersonic.com/) – and you have an aircraft design that will draw gasps of admiration and, if you have the right connections, suck in some government funding.
In my view – if he ever managed to succeed in getting the billions of dollars of funding required to certify such an aircraft – it would never recoup its investment as it would still be a crap bizjet with, thanks to the weight and drag of the fans in the wings, terrible speed, range and payload – which are after all, key requirements for a successful bizjet. Leaving aside for another article the inherent risks and compromises of VTOL, the focus of my incredulity this month is Supersonic Transports (SSTs).
All you need is a PC and a gi fte d graphic designer
In South Africa we have the preposterous idea punted by, of all things, a plastic surgeon; Dr Reza Mia, of a vertical takeoff and landing business jet, called the Pegasus. Mia is determined to persuade others that his still etherware design can defy basic economic principles – and gravity.
Perhaps because the Concorde actually achieved supersonic passenger flight 50 years ago, people retain an enduring belief that SSTs are feasible.
Was the Concorde a success? In the end only British Airways and Air France operated it. High costs and concerns about noise limited its scheduled use to expensive flights across the Atlantic. The fatal crash in 2000 at Paris and the travel slump after 9/11 finally killed it off. And before the Concorde there was the Russian Tupolev 144D. Two fatal
United has put down US10m non-refundable deposits on the Boom Overture.
crashes, one in 1973 at the Paris Air Show and another in Russia in 1978, ended that government funded vanity. Unlike the Concorde, which was funded by the British and French governments, the private sector will have to fund the development of the next SST. So hard-nosed investors will ask - can the huge development costs of a new SST ever provide a return on investment – and especially a return large enough to cover the risks? The consensus is that quite simply there isn't enough money available from those who actually know what it takes to build an SST, get it certified and into the market with enough sales to recover the initial investment. Yet, in the face of this scepticism, United Airlines announced in the middle of August that they had paid a non-refundable deposit of U$10 million to buy Boom Overture jets. The Overture is less ambitious, smaller and slower than Concorde. It is designed to carry 65 to 80 passengers at Mach 1.7 over water, about twice as fast as commercial jets. Boom currently has 130 orders for its Overture, compared with just the 14 Concordes that entered service.
So for those, like me who wish passenger jets could go faster, there is hope. I confess to all the aviation nuts out there that I hate being cooped up in an aluminium tube with hundreds of other irritable, stale and sweaty passengers on long haul daylight flights. Boom has said it expects its first Overture to roll off the production line in 2025 and to carry passengers by 2029. But like the Pegasus, I fear it’s all just a massive public relations stunt. Even with 130 orders, the hard reality of economics is inescapable. For Boeing or Airbus to certify a conventional new subsonic airliner requires at least a U$35 billion investment. To develop, test and certify an allnew supersonic airliner will be a multiple more expensive. The challenges are immense. New SST designs have tiny cramped fuselages and look unbelievably futuristic because of the need to attenuate sonic booms. Then there is the noise of the engines on takeoff with afterburners roaring, the appalling fuel inefficiency, and the need to be able to safely operate as high as FL600, all of which make the costs insurmountable. September 2022
It will require mountains of cash. One of my favourite aviation analysts is Richard Aboulafia who earlier this year said when discussing SSTs; "The only thing that matters is cash and so far, it isn't there.” Why is it so expensive to build a new modern SST? What are the obstacles that make it so difficult to replicate the Concorde? The big one is still the sonic boom. Then there is the appalling fuel consumption and associated carbon emissions. Weight is everything, and so a limited passenger-carrying capacity and cramped cabin could make it difficult to sell enough tickets to make SST flights profitable. Finally, there is the challenge for certification using standards that do not yet exist, from dozens of governments.
three times as fuel intensive per passenger as comparable subsonic aircraft.” To assuage the greenies, Boom says it will use biofuels like sustainable aviation fuel, as does California’s Exosonic, with its proposed 70-passenger jetliner. Boston-based Spike Aerospace is focusing on an 18-passenger business jet with a proprietary technology it claims will keep the sonic boom at the level of vacuum cleaner. It recently received FAA approval for limited testing of its design over land.
why is it s o difficult to replicate the Co n c o r d e ?
The environment is another big challenge – and one the Concorde did not have to deal with. The proponents claim modern SSTs will do what the Concorde did not—meet global fuel-efficiency standards. However, environmental scientists Anastasia Kharina and Tim MacDonald, of the International Council on Clean Transportation reckon that, “Commercial SSTs could be
The Concorde first flew 53 years ago, yet still cannot be replicated.
Notably too, despite claims that it will be operational by 2030, the Boom still doesn’t have an engine. Boom is now “assessing market requirements and design alternatives.”
Boom Chief Executive Blake Scholl says their demonstrator, the XB1, and its bigger sibling the commercial airliner, Overture, are leveraging technology from the days of the Concorde, rather than starting from scratch. So the dream persists, despite the lessons of history. The poster child for the failure of SSTs is the Aerion Corporation which tried to develop a
South Africa's own CAD flight of fancy - the Pegasus VTOL bizjet.
10-passenger "boomless cruise" supersonic bizjet. After almost twenty years work, Aerion closed shop in 2021. By then it had designed a plane that it claimed would fly supersonically without a sonic boom. Aerion should have had everything going for it – a partnership with Boeing and purchase commitments totalling $11 billion from FlexJet and Netjets. It said it would launch its first commercial flights by 2026. Yet despite the huge backers – it still did not have enough money. “Aerion had put together amazing talent,” says analyst Rollie Vincent, who consulted to Aerion. “The number of PhDs per square foot was off the chart. “But they weren’t building things, they were trying to refine design and purify aerodynamics. At some point, everybody, including investors, wants to see parts.” Building real life parts early in the design process is the route Boom took. It spent $150 million, more than half of $270 million it raised, building the XB1 demonstrator dubbed “Baby Boom.” Though Baby Boom’s design may be far removed from the Overture jetliner sold to United and Japan Airlines, having something to fly assuaged investors scepticism. The problem is that the realist bankers are not sure just how much business-class travellers are prepared to pay for a supersonic ride. Noting the quality of premium cabins today, with wifi connectivity, lie-flat seats and privacy pods,
Richard Aboulafia wonders if cutting flight time in half is worth cramped seats. The obvious answer to getting there quicker is not faster planes but reducing airport time. The current five-hour processing times in many Europe and US airports makes supersonic flight pointless. Like Concorde, and more recently SpaceX, government support will needed. Subaru, Mitsubishi Heavy Industries and several other companies formed Japan Supersonic Research with a goal of having an SST passenger jet by 2030. They partnered with the Japan Aerospace Exploration Agency and have access to JAXA research going back to 1997. “No single nation can develop supersonic transport on its own, since this requires an enormous amount of capital and the integration of many advanced technologies,” Dr Takashi Ishikawa, director of the space agency’s aviation program, wrote on the government website. So it looks like it is back to the days of Concorde which required massive funding from both the British and French governments. The trouble is, I can’t imagine that any reasonable government has the appetite to fund another SST.
firstname.lastname@example.org September 2022
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A DREAM The Bugatti 100P was a beautiful blend of art and engineering. THE LEGENDARY BUGATTI 100P racer was a collaboration, begun in the late 1930s, between Italian-French car builder Ettore Bugatti and French freelance designer Louis de Monge de Franeau. The original aeroplane, its development interrupted by the outbreak of World War II, never flew. It now resides in the EAA museum at Oshkosh. De Monge was an imaginative fellow who designed a number of unusual aeroplanes. If his designs share a single common trait, it is the same sort of sleek streamlining that he brought to the Bugatti project.
The engines drove coaxial, contra-rotating props on the nose through long driveshafts passing to the left and right of the pilot. The coolant radiator, located in the aft fuselage, took in air through the leading edges of the horizontal stabilisers and exhausted it through louvers in the wing root fairing.
lovingly replicated the or iginal
The general arrangement of the 100P was somewhat similar to that of the Bell P-39 Airacobra, which was hatched at about the same time. The Airacobra’s single 1,100-hp Allison engine was mounted behind the pilot, driving the propeller through a thick driveshaft passing under the seat. The 100P had two 8-cylinder, 450-hp Type 50B automotive racing engines, set one behind the other within the central fuselage. The reason for using two engines, which greatly complicated the design, was that Bugatti was committed to his own engines, and one of them would
not have provided sufficient power to drive the aeroplane to an impressive speed.
Often praised as one of the most beautiful aeroplanes ever designed, the Bugatti had a peculiarly “artistic” form, a sort of Art Deco flavour, with a slender, perfectly streamlined spindle for a fuselage and dramatically tapered, nearly triangular wing and tail surfaces. The empennage was in the form of a Y; the short ventral fin housed the tailwheel. The slightly forward-swept wing had flaps split into upper and lower halves that could be deflected separately or together to serve as high-lift devices, airbrakes, or camber-changing flaps. Variations on this scheme, which Bugatti attempted to patent in 1942, have popped up from time to time since, for example on the B-2 bomber.
The original Bugatti P100 was considered the world's most beautiful aeroplane.
Starting around 2010, a team of volunteers, led by retired Air Force pilot Scotty Wilson and funded in part by a Kickstarter campaign, lovingly replicated the original, installing in place of the 4.7-litre Bugatti engines a pair of 1.3 litre Suzuki Hayabusa straight-fours of 200 hp each, originally designed for a 200-mph motorcycle. They dubbed the project, and the aeroplane, The Blue Dream.
shaft get into tune with the engine, a condition known as "torsional resonance", forces build up that can break the shaft or damage the prop reduction gearbox. Torsional resonance can be controlled with various kinds of clutches and fluid drives, and sometimes by using a sufficiently light propeller. I was curious to know how it had been dealt with in the original 100P, and how in the replica.
Although the 100P is commonly described as an engineering marvel far ahead of its time, it incorporated several eyebrow-raising features. It is probably more correct to see it as of its time rather than ahead of it, and perhaps as an experiment rather than a marvel. I always intended to make contact with Scotty Wilson and discuss with him some of the intriguing aspects of the design, but, a chronic procrastinator, I never acted on the resolution.
The tail volume – a rough figure of merit, related to longitudinal stability, that is the product of the tail area and its distance from the centre of gravity – seemed to me to be on the small side, particularly given the proximity of the stabilisers to the wing and their V configuration. If a stabiliser is too close to a wing, the flow around it is dominated by the wing's wake and it responds weakly to changes in angle of attack. I wondered, too, what sort of aerodynamic characteristics the horizontal stabilisers would have when their aerofoils lacked well-formed leading edges but had, instead, the large open slot of an air inlet. The inlets themselves, furthermore, seemed to me too small for such powerful engines.
The driveshafts, for example, were slender, and certain to invite torsional resonance, which occurs when the natural vibrational frequency of a driveshaft matches that of the engine driving it. Unlike turbines, reciprocating engines deliver power in a series of pulses, each of which imparts a twist to the shaft. Between power pulses, the shaft springs back toward its relaxed state. If the wind-up and spring-back of the
I was curious, too, about the effect of the extremely long nose on longitudinal stability, particularly in light of the possible lack of
authority of the empennage. The propellers were quite far from the centre of gravity, and tractor propellers are destabilising – that is, when the nose swings up or down or to one side, they tend to pull it farther in that direction rather than nudge it back. The effect is proportional to power, and even 400 horsepower, let alone 800, is a lot for such a small, short-coupled aeroplane to handle. Finally, I had to wonder about the stalling behaviour of a wing with so much taper. Tapered wings tend to stall first at the tip. This is an undesirable trait, because it means that, since one tip is almost certain to stall before the other, the aeroplane will roll sharply toward the stalled wing. Even moderately tapered wings are twisted several degrees to delay the stall at the tip, but profile pictures of the 100P did not seem to show much twist. Large taper ratios - that is, a tip chord that is a small fraction of the root chord ¬- were common in the 1930s; perhaps their poor stalling characteristics were accepted as a necessary evil in exchange for the bending relief that taper provides for the wing spar.
With a wingspan of 27 feet, the 100P was small, and, with a gross weight of nearly 3,000 pounds, it was heavy. Nevertheless, its power loading was so low that it should have been quite a performer. The Blue Dream made its first flight on August 19, 2015, with Scotty Wilson at the controls. The takeoff roll was long. It appeared, from online video, that Wilson was handling the plane quite gingerly, but that its in-flight stability was satisfactory. Unfortunately, it suffered a mishap on landing, swerving off the runway, reportedly because of a brake failure, and digging into soft, rain-soaked ground. Repairs were made and it flew for the second time two months later. Again, video showed what looked like a cautious flight, probably at much reduced power, but with good stability and control.
Ta p e r e d wings tend to stall first at the tip
The ill fated - but still beautiful replica.
A long flightless interlude followed. I was puzzled. Once I began test-flying each of the aeroplanes I have built, I could not wait to fly again the next day. Why was The Blue Dream not constantly flying and being reported upon?
A number of explanations were possible. Perhaps the engines were misbehaving. There could have been problems with the propeller gearbox. But there would be no reason to hide problems of that sort. An alternative possibility, and one that might be more consistent with the lack of public communications and also with the events that would follow, was that the beautiful looking aeroplane had dangerous flying characteristics.
The National Transportation Safety Board produced a thorough and detailed account of the accident (CEN16FA307). The investigation was aided by the recovery of several onboard cameras, which recorded every detail of the pilot's actions. In brief, it appeared that the aeroplane fell victim to its own novelties. Shortly after takeoff the forward engine began to overspeed, perhaps because of a malfunction of the hydraulic clutch that protected the driveshafts from torsional vibration. Wilson, 66, a 10,000-hour air transport pilot, apparently distracted by his efforts to get the engine under control, allowed his airspeed to decay. The left wing stalled and at an altitude of 100 feet the aeroplane rolled into an inverted dive, and so the blue dream came to an end. j
On August 6, 2016, Wilson took off for what was said, to my surprise, to be the aeroplane’s third and final flight before its retirement to a museum in England. Really? After only three brief flights? Video shows it rotating rather abruptly, then establishing a shallow climb with a somewhat nose-high attitude. A man steps in front of the camera, eclipsing the aeroplane - a groan goes up – The Blue Dream has suddenly rolled left, dived into the ground, and burst into flame.
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HELICOPTER OPS: GEORGE TONKING
Some helicopters are more memorable than others. For instance, the Hughes 500 has an acute feeling of claustrophobia in its cosy cockpit, while a Squirrel almost always has a way of humbling even an experienced pilot with a wiggle of its skids on landing. THIS MONTH’S ARTICLE is about a member of the Bell family and how this helicopter (with all its quirks) makes its way into my heart every time we fly together: the Bell LongRanger. The Long in LongRanger has nothing to do with its range. Weird, I know. In fact, the very first versions of the Bell 206L family had a marked reduction in range over the standard 206 JetRanger.
In shor t , the 206L is a charm
From the beginning, Bell Helicopters ran with the Ranger name – from the Bell 47G Ranger in the 1950s to the 206 JetRanger, then on to the lengthened 206L LongRanger and ending with the ultimate rendition of the Ranger, the 4-bladed main rotor Bell 407, originally designated the PowerRanger. Yes, it sounds like a toy figure from the 1990s and is now known simply as the 407.
These helicopters all form part of the Bell 206 family for certification conformity, basically allowing newer versions to be type-certified with the Federal Aviation Administration in the USA more easily. What’s so great about the LongRanger?
Well, basically, it’s to helicopters what the Toyota Hilux is to road vehicles. It can do absolutely anything you put it to. The LongRanger is “el-manwel” everything – from the basic modulated start, meaning you need to introduce the fuel yourself with the throttle during start, to the simple and easy-to-learn systems. In short, the 206L is a charm. The most amazing thing about the LongRanger is the exceptionally smooth ride in the cruise afforded by the Nodal Beam that supports the main rotor gearbox assembly, effectively snuffing out any unwanted vibes. In
The Bell Hilux.
fact, it’s so smooth that the Bell factory had to leave it slightly de-tuned to allow pilots to have a real feel on the controls. It actually feels nothing like the teetering, 2-blade helicopter it is, and more like the 4-blade Bell 407.
I recently took a long trip early one morning from Ultimate Heliport in Midrand to Kimberley. It was an unscheduled, ad hoc flight necessitated by a client’s last-minute request to get there fast, with the only available ship a Bell 206L4 LongRanger. I wasn’t complaining. Leonie, happy client.
Leaving the Kalahari behind.
The L4 was the last version produced on the Bell 206 line in Mirabel, Quebec, boasting a more powerful Allison C250-C30P engine mated to a stronger main rotor gearbox. The one I flew to the Northern Cape was built in 1996, clocking up a 27,000hr log history having worked, as so many L4s did, off the Gulf of Mexico ferrying oil riggers between platform and shore. The LongRanger was the favourite ship of the North
American oil and gas industry for years, being a low-cost workhorse. With its modifications, the L4 was particularly popular. When this machine arrived at her new home in Johannesburg, we noticed out of the crate that the starter button had been relocated from its normal position on the collective onto the cyclic control. This peculiar modification allowed
the pilot to attempt starting the helicopter in 30kt-plus winds while “stirring the pot”, preventing the main rotor from contacting the rotor mast. Normal for Gulf operations. The journey I had planned in haste necessitated a technical stop in Klerksdorp for fuel, as I wasn’t entirely convinced we would make the 250NM journey with a 30-minute reserve. I chose to start the LongRanger with a Red Box auxiliary power battery as she hadn’t flown in some time. I also chose to take the auxiliary battery along for the trip. And I’m glad I did. It turns out the helicopter’s battery wasn’t up to the task, forcing me to start with auxiliary power every time. This took some doing, as it meant plugging in the Red Box lead into the nose aux plug, jumping into the chopper to start it,
and then leaving it running while I jumped out, unplugged the aux battery and stowed it in the boot. The fourth time was an unwelcome charm, as I unplugged the 45kg battery and swung it into the boot, jamming my thumb between battery and boot, taking a good layer of skin off in the process. Fortunately, there wasn’t anyone around to witness the torrent of cursing. Ouch. Oh well, it was a great trip anyway.
I swung the 45k g b a tt e r y
We managed to see the beautiful landscapes of the Free State flowing into the arid peace of the Northern Cape and got the best bird’s-eye view of the Big Hole, all in a day’s trip, in one of my favourite helicopters.
SANTAM COMMERCIAL DRONES manifest as a legacycreation force
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As strong an impact as the mobile phone market has had on life today, will be the use of commercial drones. So intense will the use be, says the Alliance for Drone Innovation, that sustainable growth will culminate in more than US$82.1-billion by 2025, creating some 103 776 jobs, and that’s just in the United States. “This growth is believable because Santam Aviation has more than doubled the insured number of commercial drones on its books in the past year alone,” says James Godden, Head of Santam Aviation.
Santam Aviation’s commercial drone insurance policy is only applicable to South African Civil Aviation Authority (SACAA) registered drones that are operated by qualified drone pilots who need to have passed a medical examination that defines the operator’s physical competence.
Largely commercial drones are used in the energy, mining, security, medicine and agricultural sectors. Their use in agriculture specifically has been touted to be one of the most radical industry-transformations because
The drone market is undoubtedly a legacycreating force. It’s not inconceivable that in the not too distant future we will have drone air corridors. Not only are they going to transform the viability, and ensure sustainability, of sectors, but will be included in all specialist insurance needs. For more information on commercial drone insurance, speak to your intermediary or visit www.santam.co.za j September 2022
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PLANE TALK - JIM DAVIS
Knysna is a very odd place – there’s no airfield near the town. But when I was there, there were three active ones in walking distance of the CBD. And all within a few hundred yards of each other. THE FIRST ONE WAS PAT McClure’s golf course, right outside his hotel on Leisure Isle. Pat had a Comanche, which lived on the grass in front of the hotel. The Leisure Isle Hotel was a wonderful party venue for visiting pilots as well as those who lived in the area. The place was crawling with retired SAA and SAAF pilots, and why not? It has to be one of the most beautiful spots in the world. Pat was an ex-SAAF pilot who played by the wartime rules about drinking and flying – it was desirable, but not compulsory.
Then Pat bought a small three seat helicopter, a Bell 47, which he crashed one night while taking September 2022
Pat eventually died under interesting circumstances. He had always been worried about having a heart attack while flying, particularly with pax. As Mrs Pat often flew with him, he asked me to teach her the basics of flying, and at least how to land the aircraft should his tubing get blocked at a bad time.
I love eve r y t hing about a Tw in Comanche
This naturally resulted in incidents which the DCA never got to hear about. Like a wheelsup he did in his Comanche – it was flying again the next day. It says much for the strength of the aeroplane and Pat’s determination to put the matter behind him as quickly as possible. The prop was the only noticeably damaged component. Pat took it off and had it straightened by the local blacksmith.
his wife, also Pat, and my mate Bob Emmet for a joy ride in between drinks at a party at Bob’s place on the hill.
Well exactly that happened. They were on their way back from Johannesburg when Pat announced he was feeling valetudinarian. They landed on a farm strip in the Free State where the farmer put them up for the night – well, not exactly, because Pat died at the dinner table. So that introduces Pat McClure’s golf course airfield. I will come back to it later. Then Thiessens had its own airfield for a while. I only landed there a couple of times. This
The location of Knysna's 3 orginal airstrips.
was at the time when They were transforming themselves from being a company that built wooden ships, to being a company that dug up the island into a series of smaller islands to form an upmarket marina, which now attracts another cache of retired pilots.
possessed something of a playful nature – she delighted in giving her handlers the occasional skrik, without actually causing bloodshed.
Thiessens were a bit snotty about other people using their airstrip, and eventually became bloody impossible after my mate Doug Duncan managed to run my little Grumman AA1B Trainer ZS-JAB, into a ditch there.
The Grumman suddenly went to full power and stayed there while on a right hand downwind leg for runway 22 with a pupil. Throttling back made no difference – the cable had obviously either broken, or become detached from its little arm on the carburettor.
Finally, there was the ‘main’ airfield – Brummer’s Kaal. The WordSense Dictionary tells me that this would be an enclosure for: a big insect, especially a bluebottle; a big lorry; an obese man; an attractive woman; a ginormous thing; (music, pejorative) a choir-singer. Which is not very helpful. Actually it was indeed an enclosure, but for an airfield. It was a sort of sandy dyke that was meant to keep the sea out.
Every one of those aeroplanes caused me some degree of grief while flying from the Kraal.
We seemed to have three options – we could climb overhead and then kill the engine with the mixture control, and do a glide approach. Or we could do a similar trick, but aim to undershoot and use little bursts of power to bring her in. Or we could simply use the mixture control as an ultra-sensitive throttle – which is what we did – and it worked beautifully.
a badte mpe r e d litt le Pommy
Every now and then – usually at night – Bob Kershaw would bellow down the phone to all interested parties that we had better get out there smartly, with wellies and shovels, and start messing around in the mud. The intention was to prevent a particularly tall piece of tidal water getting in amongst our aeroplanes. This would happen whenever a double-newblue-harvest-moon, or something, came barging across the heavens. We built a couple of hangars, one of which housed my Tiger, and my little red Grumman Trainer. The other sheltered Peter Anderson’s Cherokee Six, and later Bob’s Twin Comanche ZS-FAW, which became known as Fark All Wheels after Bob dumped it on to the runway at Caledon with the gear up. Now I love everything about a Twin Comanche, from its beautiful lines to its crisp sports car handling, and its quiet leather smelling interior, and its fuel rationing economy. But FAW
The other problem with the little Grumman was that it had no nosewheel steering – the nosewheel just castored. This worked fine until there was a strongish crosswind when you had to use dabs of brake. The problem really came during takeoff with a 15 knot crosswind from the left. We had to use so much right brake that we would run out of runway before gaining enough airspeed for flight. But the Grumman was an excellent trainer. It made you approach at exactly the right speed – depending on load. Dual would be 75 kts and solo 70 kts. If you are just a couple of knots too slow she will sink out of your hands, and slightly too fast and ground effect will have you sailing off the far end and into the lagoon. I did very little flying in Peter’s Cherokee Six, but on one memorable occasion, soon after takeoff there was a hell of a bang and she started to roll strongly to the left. Full right aileron wasn’t really doing the trick. For a little while it seemed September 2022
we were likely to spiral to a violent and muddy death in the lagoon. It’s one of those things that pilots do. They look accusingly at whatever seems to be causing their distress. If an engine fails on a twin, you cast a disgusted eye at the cowl, as if it may reveal life-saving information which will allow you to return it to its previous satisfactory state. And so when a wing drops after a jolting metallic clang, you turn to peer at the culprit. And, in this case, it was the right thing to do – we saw the right flap was down and the left one was up. Now, one has to figure out what to do about it. If it were a Comanche I would be in favour of lowering the flap because it would mean that the right one had stuck in the down position – so your action would lower the left one to match it. But this was not a Comanche – the workings are completely different. Besides, the flap handle was already in the first notch position, so it seemed a good idea to lower the handle and hope it raised the troublesome right flap. This indeed turned out to be the solution, and our visions of a muddy death receded. We tottered round the circuit for an uneventful flapless landing.
had a wayward spirit. Peter sold his Cherokee Six, and he and Bob Kershaw bought the Twin in partnership. Bob went off to his tame instructor in East London, who gave him the ‘quick conversion’ that I had refused to do. And Peter elected to do a slower conversion with me. This turned out to be very interesting for both of us. The aircraft was in magnificent condition, and had just been serviced by Placo Workshops – who always had an excellent reputation. Unfortunately they had failed to discover and remove a nest of gremlins which had taken up residence under the two cowlings. For those who are unfamiliar with these wicked little leprechaun-like creatures, they are mischievous devils which cause unexplained mechanical problems in aircraft. They were first discovered by Roald Dahl amongst wartime RAF fighters and bombers.
The Pom got out w ide eye d and s hak ing
What had happened was that the twiddly rod that pushes the left flap down had broken. A design fault? Actually no – a maintenance and preflight fault. When I called it a twiddly rod, I was referring to the fact one should twiddle it on its ball joint to make sure that everything is free to rotate normally. Peter had never been taught to do that, so when the coastal rust had prevailed it meant that every time Peter lowered or raised the flaps, it bent the pushrod. The result was like repeatedly bending a piece of wire – it broke. I said earlier how much I love the Twin Comanche, but I also told you this one, FAW,
They left us in peace for a while and then started fiddling with things. Every now and there would be a ‘what the fark was that?’ moment. A sort of surge from one engine that was so brief you almost felt you imagined it. Then it would happen again – just a quick little pause in the power on one side, and a slight yaw. We couldn’t say whether it was one engine getting a burst of enthusiasm, or the other taking a momentary breather. On the next flight we isolated the problem, the left engine definitely lost power for a couple of seconds, but then it returned to purring as sweetly as the right. The next time it happened was for a longer period, and we had a chance to check the manifold pressure, revs and fuel flow – they were all perfect. It was not a particularly worrying thing – we put it down to perhaps a bit of water in the fuel.
Jim's pretty little red Grumman Trainer.
On the next flight we were doing some asymmetric training and had shut down the left engine and feathered the prop. All was well until the right engine sort of hesitated for a second or two before returning to its normal silky running. This was starting to get a bit worrying. We drained litres of fuel from each tank and from each strainer under the fuselage. It was all sparkling clean and free from water or dirt. On the next flight one engine stopped, and while we were gazing stupidly at the cowling and fiddling with the throttle, the mixture and the alternate air, the other engine stopped. There was no hesitation or surging – it just stopped – and remained stopped. Now, because of the gremlin induced silliness on the last few flights, we had confined our operations to overhead the airfield. This meant there was no cause for alarm – we simply throttled both engines right back and did a glide approach. Of course both engines were running fine when we needed them to taxi. And they were both perfectly behaved during run-ups on the ground. But we were not foolish enough to fly again.
I phoned the Piper agents, Air Cape, in Cape Town and they dispatched a bad-tempered little Pommy engineer with a toolbox in a 150 Cessna. I explained the problems in minute detail, and all I got in response was, “It’s probably one of the fuel pumps.” Now that was obvious nonsense but he refused to discuss it any further. So I told him I would not be happy until he could show me a defective part or parts, or a blockage that would account for both engines failing intermittently. A day or two later he said he had fixed the fuel pump and he was going back to Cape Town. And so we a hearty exchange of ideas, which was resolved in the most dramatic manner. I told him if he was happy with his work then he should come on the test flight with me. And he told me that he didn’t have time for things like that – he was on his way. I said I would phone his boss, Jeremy Labuschagne, and tell him that his engineer was an idiot. Seeing no way out, the Pom, reluctantly agreed to come flying with me. We ran up both engines
on the concrete outside the hangar and gave them a good long run while we peered at the gauges. Perfect. We did the same on the grass at the holding point. Still 100%. I lined up and did something that I never do in a twin. I stood on the brakes and took both engines up to full power and held them there for perhaps ten seconds – still purring smoothly, so I released the brakes and we surged forward for a couple of meters – and then complete silence as they both died simultaneously. The Pom got out wide-eyed and shaking, and I never saw him again. Placo then sent down a top guy and it took him about ten minutes to find the problem. Someone had oiled the dry air-filters. Bits of oil were interfering with a delicate diaphragm in the fuel control units and causing the problems.
Finally my faithful Tiger did the unthinkable. I had just got airborne from runway 22 when there was a sort of ‘plop’ noise from the engine, followed by no noise at all. It couldn’t have happened at a better time – I was able to do a sort of ‘S’ turn and sideslip onto Pat’s golf course on Leisure Isle. The problem was very simple – the right-hand spark plug on the front cylinder had not been torqued in tightly enough – it unscrewed itself and blew out. I took off again ten minutes later. The plug had not departed, it was hanging on to its lead. The plumber, who lived in the house where we stopped, at the end of the fairway, produced the right sized spanner and that was that.
Finally a very quick story – I took Doug Duncan’s beautiful daughter, Rosie, for a jaunt from Noetzie beach, along the coast and in through the heads at low level. It was a peachy calm day with not a whisper of wind. Suddenly there was a hell of a bang, the engine was coughing and vibrating like it wanted to jump out, and we were engulfed in seawater. We were heading for the wrong side of Leisure Isle and losing power.
The Gr e mlins had at las t be e n exor cis e d
The Gremlins had at last been exorcised.
The reason that one spark plug coming out had caused a complete engine failure is that it opened the cylinder, and allowed the intake manifold to fill with outside air every time that inlet valve opened. So the overall mixture became too lean for combustion.
I asked Rosie if she could swim and she yelled NO. Gradually the Gypsy summoned enough urge to get us over the island and we plonked down on 04 at Brummer’s Kraal.
The nose cowl was bashed in against the front cylinder and Rosie and I were drenched with sea water. Most perplexing. The next day I was sipping a thoughtful cup of coffee at the Heads Café and watching the waves when the problem resolved itself in front of my eyes. An enthusiastic wave which had bounced off the cliff on the far side, bumped into an equally energetic incoming wave and as they met, they shot straight up to form a solid wall of water the height of a house. Eventually I moved to George and left the dreaded Knysna triangle, and its Gremlins, behind. j
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AIRCRAFT INSTRUMENT PANEL REFURB & PRINTING IN HOUSE
FLIGHT TEST: BOMBARDIER GLOBAL 6000
BOMBARDIER Text Guy Leitch. Pics Garth Calitz
– SMOOTH OPERATOR 52
The market for large business jets in Africa is fiercely contested. Bombardier has done particularly well in this tough environment with its Global 6000. We look at its features – and what its operators like, and dislike, about it.
Bombardier's Global GLEX has done well in the demanding African market.
FOR AFRICAN GOVERNMENTS and private sector operators, given the long distances and lack of intra-African air connectivity, business jets have an invaluable role. The original Global Express with its range of 5,400 nautical miles came, along with the big Gulfstream jets, to epitomise long-range, largecabin business aircraft. The type has evolved over time: Global Express, to Global Express XRS, to Global 6000, to Global 6500.
Express and is now operated by United Air Charters on behalf of its owner, Sam Matakekane, a Lesotho/SA businessman.
Development Canada’s Bombardier acquired Canadair, with its Challenger 600 business jet, in 1986. Using the Challenger 600 series as a starting point, Bombardier proposed a longrange business aircraft to carry eight passengers and four crew over 12,000 km (6,500 nm) at Mach 0.85. To meet this goal a team was established at the company's Montreal facility in the early 1990s. By 1994, this team had grown to 200 engineers, evenly divided between Canadair and various partners, including Japanese company Mitsubishi Heavy Industries
an allnew s upe r cr it ical w ing and t ail
The subject of our flight test is a Global Express, ZS-SMF constructor’s number 9074 built in 2000 and delivered to South Africa in 2021. This aircraft benefitted from a full factory refurbishment before its delivery to South Africa. The aircraft was built as a baseline Global
The cockpit is wide and comfortable - and fully up to date.
Bombardier's Global Vision Flight Deck is based on Rockwell Collins’ Fusion.
and Anglo-German engine manufacturer BMW Rolls-Royce.
to detect, indicate, and isolate faults, (although ETOPS rules were not a design requirement).
The final product was the Global Express, which first flew on 13 October 1996, received its Canadian type certification on 31 July 1998 and entered service in July 1999.
A conventional mechanical flight control system was selected in the new aircraft design instead of fly-by-wire. This was mainly due to the high development expense and the then customer apprehension of fly-by-wire.
Initially powered by two BMW/Rolls-Royce BR710s, it shares its fuselage cross section with the Challenger 600. Yet crucially, it received an all-new super critical wing and tail. The new aircraft was designed to use the minimum number of components while still ensuring that no single failure would result in a diversion or the inability to dispatch a flight. Bombardier has set a 99.5% dispatch reliability goal. As operators sought a level of safety enjoyed by airline aircraft, Bombardier was elected to use ETOPS design rules, such as the incorporation of a maintenance computer
At launch, the Global’ range was extended to 12,000 km (6,500 nm) to outdo rival Gulfstream. Further, Bombardier guaranteed the empty weight and range to reply to Gulfstream criticism. The resultant aircraft, called the Global Express, is a Mach 0.85 bizjet or with a range of 6,700 nm at Mach 0.80 (459 kn), at FL510 with a 14 hour endurance. The range circles for a fully fuelled GLEX show you can reach anywhere in the world with just one refuelling stop. The project needed 100 sales to breakeven. September 2022
Less than 100,000 lbs takeoff weight and good brakes make tight African airports less challenging.
To date over 320 Global Expresses have been delivered, despite its competitors including the more fuel-efficient 6,200 nm Dassault Falcon 8X, the 6,500 nm Gulfstream G600 or even the 6,900 nm G650. Operators praise the GLEX for its speed, comfort and reliability. Flights of up to 10 hours can be done at a speed of 0.85M, which is ideal if you need to quickly get from Johannesburg to London. Go a bit slower and 12-hour flights at a speed of 0.82M will take you from London to Los Angeles.
The walk-around One of the most striking features of the Global 6000, apart from its size, is its long high aspectratio super-critical wing with a pronounced 35° sweep. Standing under the wing, the super critical aerofoil is immediately apparent in its concave lower surface. The long slender wing is notably flexible, which reduces turbulence.
Production of the third-generation Global 6000 started in 2012. Its flexible wing and 97.5 lb/sq ft wing loading is the highest in its class and gives a comfortable ride in turbulence. Powered is by two BMW-Rolls-Royce BR710 FADEC controlled turbofans. On long sectors fuel burn during the first hour is 5,000 lb and 4,000 lb for the second, then for the third 3,000 and 2,500 lb afterwards. The boss who pays the bills sits in the back, so cabin comfort is key. The Global Express had the largest cabin in its class until being overtaken by the Gulfstream G650. It can accommodate 12 to 16 passengers in three cabin sections: mostly a forward four-chair club section, a central four-seat conference grouping and an aft three-place divan facing two chairs. The cabin has an unobstructed length of 14.6 m (48 ft) while the floor is dropped by 51 mm from the Challenger to increase width at shoulder level. The windows have been repositioned and enlarged by 25%. An easy visual differentiator
Rolls-Royce turbofans produce nearly 15,000 pounds of thrust each.
Flight s of up to 10 hour s can be done at 0. 85M
Single point refuelling provides for good pilot control in remote regions.
between the Bombardier and Gulfstream products is that the Bombardiers use many small windows while Gulfstream uses few larger and oval windows. The GLEX’s 28 cabin windows create an impression of a corporate airliner rather than a business jet.
(OK Canadian) product it features cupholders everywhere.
The rearmost compartment can be used as what Bombardier calls a stateroom, with its own toilet and an optional but popular shower. The other toilet is at the front, meaning the stateroom need not be a thoroughfare.
After a few years maintenance and operating costs can exceed the initial purchase price. A Checks are scheduled every 750 hours, and C Checks every 30 months. Conklin and De Decker report engine reserves should be $260 per hour.
The 10.3-psi cabin pressurisation maintains a 4,500-ft. cabin altitude up to FL 450 and 5,680 ft. at the FL 510 ceiling.
cabin comf or t is k ey
The cabin’s fold-out tables are big and sturdy enough to spread out and use as work surfaces. Cabin entertainment and work displays, internet access and the ability to network laptops and satellite phones are all either standard or essential options.
Perhaps a less productive, but more relaxing, touch is cabin lighting that can be cycled through 10 a rainbow of different colours. The cabin is commendably quiet. Like any modern American
Cockpit and Crew facilities Turn left up the air stair and most GLEXs come with a galley unit in front of the cabin, a lounge chair for crew members (not a certified seat), and a separate crew toilet. Inside the cockpit Bombardier's Vision flight deck is upgraded with Rockwell Collins Pro
Line Fusion avionics from the Express/XRS Honeywell Primus 2000. Unlike the Honeywell Primus 2000 complex installed on the Global Express and Global XRS, the avionics on the 6000 meet all requirements (both current and future) of the air traffic management system, including required navigation performance (RNP) and coursework beacons (LPV), automatic data transmission between crew and dispatcher (CPDLC), and of course automatic dependent surveillance (ADS-B) in and out. Robert Goyer notes; “Four 15.1-inch EFIS displays are arranged three across — PFDs left and right and an MFD in the centre. Below the MFD is a shared FMS/radio tuner display; every display can do reversionary duty if called upon to do so. There is redundancy upon redundancy. The displays are customisable and have memory settings, so after someone else flies your plane you can reset everything to just how you like it. The cockpit is relatively simple, with
switches, knobs and buttons grouped logically, making it easy to find what you’re looking for, even for a newcomer to the cockpit. This also saves the time, trouble and potential for mistakes caused by having to go back and forth from one location in the cockpit to another to do routine chores. With the layout of the Global Vision Flight Deck, you’ll typically find what you’re looking for in the most logical and convenient spot: a synthetic vision system, full-featured FMS, MultiScan meteo-radar, inertial systems (IRS), TAWS early warning system, dual-channel autopilot, automatic traction machines, are all standard equipment.” All aircraft are equipped with satellite communication systems Inmarsat and Viasat (Ku-band), local communication systems (LAN) and most have Wi-Fi. While many functions were not available at the
Crew areas and galley are largely separated from passenger areas.
time of certification and commissioning, the full use of the avionics is allowed by later service bulletins. Each updated version of the software increases the capabilities and reduces the load of the crew, and most importantly, also reduces the IMC flight minima.
the autothrottles, and the digital control spools up the two big Rolls-Royce BR710 engines on the rear of the fuselage to generate 14,750 lbs of thrust each at takeoff. Roughly 5,500 ft is required for takeoff at maximum weight in standard atmospheric conditions at sea level.
Flying the Global Express
That power translates into a rapid climb rate, so attaining high cruise levels above crowded air lanes is done in short order.
Reporting from Farnborough Air Show for the Financial Times, Rohit Jaggi reports, “The level of automation is high, with tasks such as balancing fuel between tanks and cabin pressurisation profiles handled automatically. Cabin pressure is a low 5,680 ft, even at the maximum cruising altitude of 51,000 ft, which is a boon for long flights. An optional humidifier improves comfort levels still further.
In flight, the handling feels stable rather than sporty, which is suitable in an aircraft the size of a small airliner. But its speed is less sedate – a cruise speed of Mach 0.85 (647mph) gives a range of 5,200 nautical miles, with generous fuel reserves. Increasing the speed to Mach 0.88 cuts the range to 4,000 nautical miles, and for those in a hurry and with shorter distances to cover, the maximum cruise speed is Mach 0.89.
“Pushing the thrust levers forward engages
The fast cruise speed is very usable. A typical
Cabin has three zones typically for up to 12 pax.
Shower is a popular option.
leg length is two-and-a-half hours, which means speed can usefully be traded against range. But had we taken off with full tanks from Farnborough, at Mach 0.85, San Francisco in the west; Bogotá and Brasília in South America; Johannesburg in the south; and Colombo and Shanghai in the east would all have been within non-stop reach, carrying eight passengers and three or four crew. The avionics fit includes three flight management systems, an enhanced vision system for murky conditions and a head-up display. But by the fast-moving standards of aircraft navigation and performance instrumentation and control, it is starting to look a bit dated. Approach and airport charts, for example, are on separate displays. Bombardier has that in hand, though. The Global Vision system builds on a Rockwell Collins base to incorporate all of the latest advances, including synthetic vision, weather radar that adjusts itself to give the most useful picture, and improved navigation performance to fit in with forthcoming improvements in the way air traffic is managed. The final approach speed is low, contributing to a landing distance at the maximum permitted weight of less than 3,000 ft – a Vref of 108 knots is a number I would associate with much smaller machinery. The stability of the aircraft also helps in this crucial phase of flight. Pulling on the surprisingly car-like handbrake in the centre console, I climb what feels like a long way down the built-in stairs. This is a big aircraft – its wingspan is 94 ft, its length nearly 97 ft and the height to the T-tail is more than 25 ft. The maximum takeoff weight is 92,500 lbs, or about 42 tonnes.
many in the Asia-Pacific region and particularly the Middle East, they are the first long-range, large-cabin jets to consider. “The Bombardier planes have some serious rivals, among them the Falcons from Dassault Aviation. Compared with, say, the Falcon 900LX’s maximum takeoff weight of 49,000 lbs, the 5000 is a much bigger aircraft on the outside. Yet inside, the space difference is minimal compared with the one-thirdlarger exterior dimensions.
Dis patch r e liabilit y has be e n exce lle nt .
“Swept wings also contribute to a serious amount of ‘ramp presence’ – which might also be termed the envy factor. The Global jets’ reputation for devouring distance means that, for
“That size difference shows in fuel efficiency. Despite the Falcon’s extra engine, it uses a third less fuel than the Global 5000, according to Dassault. And the French aircraft maker is adamant that maintenance costs are lower. September 2022
Typical day and night seating and sleeping configuration.
Operators feedback An operators’ survey found that user who selected the Global 6000 over competing models focused primarily on cabin dimensions, takeoff and landing performance and speed. Many noted that they were eyeing the Gulfstream G650, but at that time, for one reason or another, it was not possible to purchase it. Many said that they were completely satisfied with the operating experience of the Global and reasoned that the Global 6000 is quite a mature product, which means it will be reliable. In terms of real-life performance, operators report that with full tanks (1270 kg of fuel), the 6000 takes 14 passengers and can fly at least 6100 nautical miles (11,300 km), not counting reserves. But these calculations are based on the Bombardier’s indicated weight of an empty, equipped aircraft of 23,700 kg, despite the fact that none of the operators had aircraft that light. The lightest mass-produced GLEXs weigh about 23.8 tons, the weight of the heaviest exceeds 24 tons, leaving room for 8–9 passengers with full tanks. The rest fit somewhere between these two marks, so they can take 11–12 passengers. However, more than six passengers on board
long-haul flights are rare, since it is that many that fit on the chairs that become beds. If there are 12 passengers on board, it is on flights that rarely exceed 4–5 hours. The average flight duration is 3.5–4.5 hours, that is, from 2,500 to 4,000 km. However, the flight length of 6,500–7500 km is not uncommon. For African operators, runway performance is often more important than it may be in Europe or the USA. The 6000 can takeoff from a 1000 m runway at sea level and fly 2,000 nautical miles. Takeoff performance in hot and high conditions benefits from the leading-edge slats and flaps. At ISA + 25C the Global 6000 can takeoff from Johannesburg for any destination in Europe. Dispatch reliability has been excellent. Operators report that systems fail so rarely that Bombardier launched a programme to double the test intervals. A-check forms are now performed with an interval of 750 hours, C-check have increased from 15 to 30 months. In addition, the manufacturer has tried to eliminate as many tasks as planned and unscheduled. Operators usually give Bombardier the highest score for technical support. Special mention is for the wheel brakes as the most durable of all.
The most laudable reviews were reserved for the onboard complex Vision; some respondents described it as the best in this class of aircraft. According to them, the graphical interface simplifies system programming at each stage of flight. Criticism is few and far between: a wayward cabin climate control system is one of the few items that have caused dissatisfaction. Software upgrades have eliminated the most serious problems, but operators still report that it takes at least ten minutes to load the system. Bombardier and Rockwell Collins continue to work on the bugs.
Conclusion Like others around the world, African operators report a high degree of satisfaction with the Global 6000. With few exceptions, African operators said that their next long-range aircraft after the Global 6000 would also be a Bombardier. It took Bombardier 15 years and three generations of the Global family to achieve this degree of customer loyalty. Now this investment is paying off. The Global 6000 operators are among the most loyal in the industry, and Bombardier will enjoy the results of its work for many years. j
Af r ican ope rator s r e por t a high de gr e e of s at is fac tion
Specifications and Performance BOMBARDIER GLOBAL EXPRESS SPECIFICATIONS
Length Wing Span Height Bag. Capacity
99.40 Ft (30.30 M) 94.16 Ft (28.70 M) 25.59 Ft (7.80 M) 195 Ft³ (6 M³)
Length Width Height Wing Area
48.23 Ft (14.70 M) 8.17 Ft (2.49 M) 6.25 Ft (1.91 M) 2,140 Ft³ (61 M³)
Max Seating Typical Seating Pilots
19 12 2
Speed (Mach) Top Speed High-Speed Cruise Typical Cruise Speed
0,89 0,88 0,85
Takeoff Distance (SL, Isa, MTOW) Landing Distance (SL, Isa, Typical) Maximum Operating Altitude Initial Cruise Altitude (MTOW)
6,476 Ft 2,236 Ft
OPERATING ALTITUDE 51,000 Ft 41,000 Ft
Rolls-Royce Br710a2-20 Turbofans Thrust: 14,750 Lbf (65.6kn) Flat Rated To Isa + 20°C
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CENTURY AVIONICS WITH OUR MAIN FACILITY at Lanseria Airport, as well as premises at Maun, Botswana, a presence in Marondera, Zimbabwe and the capability to work remotely throughout Southern Africa, Century Avionics continually strives to be an Avionics one-stop solution to the aviation community and industry. Our range of services and products include a comprehensive avionics solution, whether you are buying a replacement battery for your portable GPS, acquiring a new Noise cancelling headset or investing and installing a technically advanced avionics suite like the G1000Nxi or Aerowave 100 Satellite Connectivity solution etc. Our AMO is internationally recognized and certified and we boast approvals from Civil Aviation Authorities in South Africa, Botswana and Zimbabwe. New and existing customers can attest to our tenacity in solving complex avionics snags, and this is amplified by our extensive and close relationship with manufacturers of the vital avionics components for a safe, ergonomically and aesthetically designed avionics suite contributing to the enjoyment of flight and your aircraft. Another feature of our service department is our qualified and experienced Certification Department and SACAA appointed DAR, who compile, review and approve Avionics STC approvals and/or Modification Approvals.
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Z S -NJ X A ND Z U -M M I
M O U NTA I N C R A S H
This discussion is to promote safety and not to establish liability.
The CAA’s report contains padding and repetition, so in the interest of clarity, I have paraphrased extensively.
Aircraft registration: ZS-NJX and ZU-MMI Date and time of accident: 14 August 2011 08:30Z Type of aircraft: Piaggio P166 Albatrosses Type of operation: Private PIC license type: Commercial and PPL License valid: Yes PIC age: 61 and 57 PIC total hours: 4286 and 2893 PIC hours on type: Unknown Last point of departure: Tzaneen Aerodrome Next point of intended landing: Rand Airport Gauteng Location of accident site: About 45 km south-east of Tzaneen. 5030’ AMSL. Meteorological information: Wind: 160°/03 Temp 14 ˚C POB: 1+5; and 1+6 People injured: 0 People killed: 13
SYNOPSIS Two aircraft, ZS-NJX and ZU-MMI, with 6 and 7 people on board respectively, took off from Tzaneen aerodrome on 14 August 2011 at approximately 0820Z, on private flights to Rand Airport. No flight plans were filed.
covered the valley. He heard a loud bang moments afterwards. The pilot of ZU-MMI did not have an instrument rating.
ZU-MMI took off first; it was followed shortly afterwards by ZS-NJX. The aircraft flew in formation with ZS-NJX leading.
Both aircraft failed to arrive at Rand Airport at their ETA. Numerous unsuccessful attempts were made to contact them. The search and rescue mission was initiated to try and locate these aircraft.
A witness in the Lekgalametse Valley saw both aircraft flying over the valley before they disappeared into the thick, low clouds which
The search and rescue was hampered by bad weather and the aircraft were only located two days later.
Both aircraft were destroyed by post-impact fire and all the occupants were fatally injured. Weight and Balance Both aircraft were within their weight and balance limits. The satellite image shows a uniform layer (overcast) of low level clouds (stratiform) over the eastern and north-eastern parts of the country, which extend from the coast up to the escarpment areas. The brown indicates the ground while the light (whitish/creamy) shades depict low clouds. Mid-level clouds are indicated by the light-blue colour within which convective cells can be identified. The following communication took place between the two aircraft: 10:29:24 “(name) do you have to go through?” “Do not know what the height is but I suppose we can transit” 10:29:39 “I think I feel better going through” “OK, I will follow.”
The aircraft’s point of impact with the mountain was at a rocky wall with an approximate 90 degree slope, approximately 20 metres below the top of the mountain, before sliding down the mountain a further 10 to 15 metres. There was an airshow and an air race in Tzaneen on 13 August 2011 which most of the occupants of the aircraft were attending. Both pilots had attended these events before. They had flown in and out of Tzaneen on numerous occasions. As the owners of these aircraft are aviation enthusiasts, the aircraft were mostly used to carry them and their families to these events. They would often ferry friends and family members of pilots with single-seat aircraft, to these events, free of charge. The minimum sector altitude (MSA) for the sector in which these aircraft were flying is 9300ft. They collided with terrain at 5030 ft AMSL. Probable Cause Controlled flight into terrain. Contributory factors: Lack of proper planning. Low clouds.
Both planes hit the mountain just 20 metres below the peak.
Well, although the two accidents happened almost simultaneously, the reasons are very different.
This is a particularly sad accident that rocked the foundations of the flying community in South Africa. So many well respected and well loved people lost their lives needlessly. It’s hard to believe it happened eleven years ago – it seems like yesterday.
I can only tell you what I think was going on in the pilots’ heads – and I may be very wrong – I didn’t know either of them well.
What happened? The accident report states the obvious – CFIT – controlled flight into terrain. But that doesn’t really explain the cause of the accident – it simply leads to another question – why did competent, experienced pilots fly airworthy aircraft into a mountain side?
Before I do that, I think it’s helpful to look at the environment that led to the accidents, and may have contributed to their cause. • There was a happy, relaxed, all-friendstogether, fly-in atmosphere. This meant that there was no definite planning of the return flights. People were changing their minds at the last minute about who was giving who a lift home and what routes different aircraft were taking.
If they had been flying IFR they would have been above the 9300 Minimum Sector Altitude.
• There was a level of informality. No one was being tested – there was no big-daddy overseeing things. This sort of fly-in is very laid back and informal. • To my mind, the general informality, and lack of planning and discipline, play minor roles in this cause of this accident. However, I believe they would not have happened but for the hidden pressures on these two pilots to get their pax home that day. It was the end of a weekend – breadwinners had to be at work the next morning and kids had to be in school. The pressures may have been amplified by the fact that many little aeroplanes and homebuilts had already departed and were taking some family members, while others were in the accident aircraft. I firmly believe that these PPPs (Passive People Pressures) are responsible for many, perhaps even the majority, of light aircraft accidents.
Imagine if you had flown into the event, but you had no pax and no special reason to hurry home – particularly in iffy weather with a mountain range to cross. You might well decide to enjoy another night there and go home the next morning in decent weather. But even without those pressures would you really stay an extra night, knowing that you might be thought of as a ‘chicken’? Of course no one would say that. That’s why I refer to these background pressures as passive. I believe that most of the pilots were under pressure to takeoff and try to dodge the weather and the mountains. Particularly those who had agreed to give lifts to people who really needed to get back that day. The pressures may or may not have been verbalised, but they are there, and they are strong. Imagine saying to a mother, ‘I know I promised
The direct and projected route - most aircraft routed north.
They tried scud running up a valley.
to get your kids back this evening, but I really don’t like this weather.’ She is going to say, ‘But how come everyone else is going?
you cannot make any sudden moves. A steep turn, if you find you are in the wrong valley, could be disastrous for both aircraft.
Anyhow, my guess is that the pilot of the lead aircraft was pretty comfortable – he had the equipment for serious instrument flying, and he was rated and current. He knew the area well from previous fly-ins, and he also knew that the weather was fine on the other side of the mountains.
A characteristic of CFIT is that you know, for certain, that there is not a mountain immediately in front of your windscreen. If you thought there was – then obviously you wouldn’t be pointing that way.
He would probably have said to the number two, let’s just potter down to the south until we find a valley to pop through. The trouble is that if you are leading a formation
So the lead pilot was confident that they were okay. And he was just plain wrong – for lack of planning and poor navigation. He should have filed an instrument flight plan, climbed through the cloud and only headed for the mountains when he was above cloud or above the MSA – Minimum Sector Altitude of 9300’.
A layer of stratiform cloud blanketed the entire area.
But he couldn’t really do that because the pilot of the second aircraft was not instrument rated. So it would have meant forgetting the formation and leaving his mate to his own devices. So we see more unspoken people pressures building up.
Take home stuff: •
You are captain of your own aircraft and master of your destiny – don’t be pressured by the risky decisions of others.
You can greatly reduce people pressures by giving advance warning to those involved that you are concerned about the weather, or the weight, or the fuel situation. The pressures disappear once you have warned people of the possible problem. It then makes it easy for you to say NO, if necessary, when the time comes.
Don’t push your luck because you are nearly there. If they had been 60’ higher thy would have cleared the mountain. So often pilots crash almost in sight of their destination. So close and yet so far.
As it was, the pilot of the second aircraft had a different mindset. He trusted the lead aircraft to get them safely over the mountains and all he had to do was keep station in their formation. Interestingly, if you are a competent formation pilot, following another aircraft into IMC shouldn’t worry you – even if you are not instrument rated. You simply hold formation, put 100% trust in the lead, and disregard your instruments. A classic example of this going wrong was when a formation of three SAAF HS125s flew into Devil’s Peak near Cape Town in 1974.
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DART AERONAUTICAL DART AERONAUTICAL was established in 2006 and is situated at Rand Airport. We are committed to providing excellent service with the highest technical standard, not only locally, but to surrounding airfields as well. This division is headed up by Jaco Kelly and Pieter Viljoen. The team of 15 specialises in all aircraft types ranging from homebuilt to DC9 aircraft. We are market leaders in instrument and instrument panel refurbishments, which include the use of aircraft approved paint, router cutting and laser engraving. Dart Aeronautical is an agent for all major equipment suppliers such as Garmin, Mid
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AIRBUS HELICOPTERS Airbus is a global leader in aeronautics, space and related services. It has maintained a presence in South Africa since 1994. Airbus Southern Africa (Pty) Ltd is a one-roof entity (shared services), incorporating Airbus Commercial, Helicopters and Defence & Space and has its headquarters at Grand Central Airport in Midrand, South Africa.
As a world-leading aerospace company, Airbus designs, manufactures and supports a range of 100-600 seat commercial airliners, military transport and special missions aircraft, helicopters, rocket-launchers and satellites. It also provides a comprehensive array of aviation, space and geo-intelligence systems and solutions to government and civilian customers.
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Airbus Helicopters provides the most efficient civil and military helicopter solutions to Southern African and Indian Ocean customers who operate an in-service fleet of around 300 turbine helicopters, to serve, protect, save lives and safely transport passengers in highly demanding environments.
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Upgrading a C182 to a 300hp Conti IO-550.
This C182 has been transformed by the implant of a Conti IO-550.
Ferreira Aviation’s Stanley Schimper writes: Roelie is an avid pilot who is one of our busiest private owners, flying his much loved Cessna 182 for business and pleasure. Having known Roelie for many years, it was not strange to receive a phone call from him about eight years ago, enquiring about changing the Continental O-470-U engine in his 1980 Cessna 182R from a carburettor to fuel injection.
UPGRADES ROELIE’S MAIN MOTIVATION for the upgrade was the uneven operating temperatures he was seeing after having installed a digital engine monitoring system on his 182. The cost of the upgrade was however so high, that the urge soon passed. Knowing Roelie, we knew he wasn’t going to leave it there. Sure enough, soon he started asking about an upgrade to a Continental O-520 – or even to the injected IO-550 engine. At the time we were not very open to the idea as a similar project to fit a 182 with the O-520 did not yield the advertised results and ended up being a disappointment to the owners.
vision to have a 300HP 182. He continually weighed the options and crunched the numbers around his big dream. And then he came across an article on a IO-550 conversion in a Cessna Flyer magazine from 2016. He made contact with a US company called Air Planes, located in Kansas. With referrals from Air Planes, he contacted customers that had done the conversion. They all confirmed that the numbers published by Air Planes were correct – something uncommon for many aftermarket STCs sold around the world. Most seem to end up with less than advertised.
a dis appoint me nt to t he owne r s
However Roelie doggedly persevered with his
A large part of the consideration was the speed gain vs. the fuel consumption. Flying around
This C182 has been transformed by the implant of a Conti IO-550.
300hrs per year, Roelie came to the conclusion that he would gain around one year’s worth of additional flying over the life of the engine with the same costs.
And so, late in 2021, the phone call came that he had purchased the STC and everything was set for the heart transplant he had been dreaming about for so long!
On asking him why he just didn’t trade up to a 300hp machine, like a 206 or 210, he insisted that the 182 was the ideal plane for his needs. This involves visiting small towns and farms, mostly with dirt strips, all over South Africa and neighbouring countries.
The engine and prop were sent from their respective factories to Air Planes in Kansas for final assembly and preparation of the kit to be shipped to South Africa. Everything was prepared by Air Planes with all the hardware and components neatly packaged in an easy to use format – a dream for any AMO! Every part is labelled and numbered in its own plastic package. Instructions were clear with enough detail and drawings to make this project a joy.
The 182 struggled in the African summers with hot and high airfields with its 230hp carburetted engine, dragging over fence lines and even having to conduct circling climbs to get out of some mountainous airfields. He reasoned the 300hp upgrade should eliminate that, delivering an average climb in excess of 1000ft/min after takeoff from most Highveld runways.
When the engine arrived, Roelie brought his C182 to us at Tempe Airport in Bloemfontein for the much-anticipated transformation. As soon as his prop stopped, it was all hands on deck.
The firewall was given a recess to fit the new engine's fuel pump.
Some of the major changes entailed installing fuel vapour return lines in the side panels that led back to the existing fuel system plumbing, together with the installation of a header tank behind the centre console. The fuel selector had to be changed to remove the “OFF” selection and installing a separate pulltype fuel shut-off valve on the instrument panel below the mixture control. An electric fuel pump was installed to service the new fuel injection system and the old manifold pressure gauge was swopped with a manifold pressure / fuel flow combination gauge. Markings on the RPM gauge had to be changed to allow for the new engine’s red line of 2700 rpm, instead of the 2400 of the O-470. Airspeed indicator markings also had to change. The flap system had to be modified to limit flaps
to 35° instead of the normal 40°. Then came the real business. Out went the trusted O-470. The engine mount was removed, X-rayed and modified by moving one of the cross bars to make space for the new engine’s larger oil sump – a job perfectly executed by the legendary Unit Inspection Aviation and Aviation Rebuilders based at Lanseria and Rand respectively. While the mount was out, a hole was cut in the firewall and fitted with a recessed cover to allow space for the new engine’s fuel pump mounted on the back of the engine. There is a hole in this new panel covered by a plug which allows you to make adjustments to the fuel pump from under the instrument panel. The old manual primer system was removed and an electric fuel pump was fitted to the firewall.
The existing engine mount was modified for the IO-550 and new power control cables were supplied in the kit.
The fuel selector had to be changed and the carb heat became the alternate air control.
With the modified engine mount repainted and fitted to the airframe, it was time for the moment of truth – to hang the big Continental IO-550-D into its new home. As expected, it was a perfect fit – and filled the engine bay. All the engine components supplied with the kit and were fitted. The cooling baffles were removed from the old engine, modified, cleaned, repainted, and painstakingly fitted to the new engine.
about 7lbs from the original 2-blade Hartzell prop. Final set ups and connections were done, and then came the big moment of the first start. The brand-new IO-550 roared – and sounded beautiful! A couple of minor adjustments were made before the cowling went back on.
not common f or many of afte r mar k et STCs
Next was the propeller. A new 88-inch diameter McCauley 3-blader was the cherry on top for this huge conversion. It looks massive on a 182! There are a couple of options for propellers for the conversion. Roelie went for the McCauley as there is a weight gain of only
Not sure what to expect, we taxied out for the first test flight. After pre-takeoff checks we lined up on the runway with Wyndham Ferreira flying. After giving full power she leaped into the air, climbing at about 1500 ft/min with full tanks and two up! In the cruise we averaged a groundspeed of about 155 kts!
It was smiles all round! Roelie came in a day or two later to also conduct a test flight and take delivery of his rejuvenated pride and joy! He was extremely happy with the end result – which far exceeded his expectations.
Hav ing a happy cus tome r is alway s wor t h t he e ff or t in t he e nd.
would have on the CofG and handling of an already nose-heavy aircraft. Interestingly, there is no weight difference between the old O-470 and the new IO-550. This was also evident during the test flight, as handling during landing remained what we were used to – a welcome surprise. Air Planes said it would take around 160 hours to complete the installation. At first this seemed a bit optimistic, but we were comfortably less than that. The one or two technical queries were promptly attended to by the crew at Air Planes. In conclusion, this was a fun and exciting project for Ferreira Aviation. Having a happy customer is always worth the effort in the end.
A common question from the many onlookers that popped in and out as we were busy with the transplant was what effect the larger engine
The new engine is carefully lowered onto the mount by Nico Bam and EC Pienaar.
ABOVE: The new 3-blade prop looks huge. BELOW: The C182 with its original O-470 engine and 2 blade prop.
WHY CONVERT YOUR C182 TO A BIGGER FUEL INJECTED ENGINE?
THE C182’S OWNER ROELIE SAYS, “Eight years ago, I started a journey to find more information around upgrading my C182 with a fuel injection system. I was looking for a STC for a fuel injection system for the O-470U due to its uneven engine operating temperatures from using a carburettor. However, the cost for the STC fuel injection system for the 182’s O-470 was so high that it was not justified. Then I discovered that there is an STC for the Continental O-520 engine. However, I struggled to find data that justified the investment. So in 2017 I decided against doing the STC because I could not find the right information.
My next step was to understand the costs of the engine upgrade, and whether it would be worth my while. I contacted Air Plains’ customers to verify that the data that I had accumulated was correct – and they all confirmed the performance data was accurate. With the costs of the IO-550 upgrade in hand, we factored in everything to compare continuing to run the O-470 versus incurring the cost of the STC. This showed that over the engine life, running the engine worked out to the same cost, even with the increased fuel consumption. The benefit, thanks to the increased performance by the 300 hp, would mean a reduction in the time spent flying and away from home: in simple terms it amounted to a saving of one year’s extra hours of flying between major overhauls.
I s t r uggle d to f ind dat a t hat jus t i f ie d t he inves t me nt
Four years and 600 hours after the overhaul of the O-470U I stumbled upon this article: (https://www.cessnaflyer.org/images/ PDF/0816_C_FINALZlores.pdf) which gave me exactly the comparative data I was looking for. It was clear that the STC offered by Air Plains was the best option – and exactly what I was looking for. The serendipitous consequence of this research was meeting the most wonderful like-minded individuals and flying enthusiasts from all over the world – many of whom I still engage with today.
I did not want to sell the plane because my current plane best serves my needs for the flying that I do. The new engine would still allow me to use the runways that I use. I do a lot of flying in and around Southern Africa, and I prefer the envelopes of the 182 over most other aircraft. Given the altitude of this region, density altitude can be a struggle. The 300 hp 182 – together
with an improved, new 3-blade propeller – would mean more power and traction, significantly improving takeoff and climb performance. A spin-off is the improvement in the safety margin, thanks to the better climb performance when taking off during high-density altitude conditions. On the downside the research showed that due to the performance increase there is a slightly busier cockpit, because everything happens a bit quicker. I have now become accustomed to the fuel flows and engine handling of the IO-550. While the fuel consumption is higher, performance and speed is as published. Towards the end of 2021 I was ready to execute the plan. I placed the order directly with Air Plains; their team is amazing; it is family-owned and operated – my type of business. I was fairly lucky in that I ordered the IO-550 just before the real shortage started and by the beginning of 2022 the engine was received by Air Plains.
It took them about a month to prepare the paperwork for the STC and export. There was again some luck involved when I opted to airfreight the engine and propeller, instead of ocean freight, as it may have suffered from delays due to the Ukraine-Russia war. The shipment was from Kansas to Tempe, as Ferreira Aviation was the only AMO I trusted for the installation. In my opinion their dedication to thoroughness, precision and cleanliness puts them above all others. Upon delivery there was excitement on the ground to get the new engine in and the plane back in the air. It was a huge task that Ferreira Aviation executed perfectly. I received the plane back recently and needless to say, I am incredibly satisfied and a very happy pilot!
Ferreira Aviation is an AMO based at Tempe Airport Bloemfontein with more than 50 years’ experience in the industry. We specialise in the maintenance, servicing and repairs of most light piston and turbine engine aircraft and helicopters including:
• • • • • • • • • •
Cessna 100, 200, 300 & 400 series piston Cessna Caravan Piper piston and turbine Beechcraft piston & turbine (King Air 90, 200, 300 & 350) Mooney M20 Series nch a bra lity g n i Cirrus SR20 & SR22 n ope ll c apabi n o i t u a Robinson R22 & R44 helicopters a Avi oon with f r i e r r s Bell Jet Ranger Fe o rg e in G e All Lycoming & Continental piston engines Contact us today on: 051 451 1683 Pratt & Whitney PT6A turbine engines
Contact us to find out why aircraft owners fly to us from all over Southern Africa for their aircraft maintenance needs.
* s w e king N
Hangar B4, Tempe Airport, Bloemfontein Wyndham: 083 262 0313 Stanley: 083 557 6120 JP: 084 331 3964 email@example.com firstname.lastname@example.org
FERREIRA AVIATION FERREIRA AVIATION specialises in the maintenance, repair and rebuilding of piston and turbine engine aircraft, Bell Jet Ranger and Robinson R22 & R44 helicopters. They have a state of the art facility conveniently situated at the Tempe Airport, Bloemfontein in central South Africa, employing well-trained aircraft maintenance engineers with a vast amount of experience to attend to anything from the most niggling snag to MPIs and rebuild
work. Ferreira Aviation is currently in the process of establishing a fully capable AMO in George and will be operational soon. Ferreira Aviation employs their own pilots to carry out test flights after maintenance, and aircraft can also be collected and delivered from anywhere in Southern Africa. Contact Ferreira Aviation on 051-451 1683 or email@example.com j
GUARDIAN AIR IS A TRUSTED air charter and aviation management company, providing a suite of specialised services to meet the discerning needs of business travellers, tourists and adventurers in Africa. From their base at Lanseria International Airport in Gauteng, South Africa, they offer comprehensive aircraft management and maintenance solutions to aircraft owners and organizations alike, as well as Air Ambulance services to two major, private emergency medical care companies.
as a non-schedule AOC (CAA/I-N283) which is endorsed for aeromedical transfers.
Guardian Air (PTY) Ltd started as an aviation asset management company in 2009. Today through their subsidiary company, Guardian Air Asset Management, they have international and domestic operating licenses issued by the Department of Transport in South Africa as well
Tel: +27 (0) 11 701 3011 24/7: +27 (0) 082 521 2394 Email: firstname.lastname@example.org www.guardianair.co.za j
As aircraft owners themselves, they can identify with their customers’ needs. Guardian Air is serviced by a dedicated maintenance division, Guardian Air Maintenance (PTY) Ltd (AMO: 1401).
Guardian Air is a trusted aircraft maintenance, management and VIP air charter company. Providing a suite of specialised services to meet the discerning needs of global business travellers, tourists and adventurers. GUARDIAN AIR, operating from Lanseria International Airport in South Africa, offers Global VIP charter, comprehensive aircraft management and maintenance solutions to aircraft owners and organisations alike, as well as air ambulance services to two major, private emergency medical care companies. Guardian Air (PTY) Ltd started as an aviation asset management company in 2009. Today through their subsidiary, Guardian Air Asset Management, have international and domestic operating licences issued by the South African Department of Transport as well as a non-scheduled Aircraft Operating Certificate which is endorsed for aeromedical transfers. As aircraft owners themselves, they can identify with their customers’ needs. Guardian Air aircraft is serviced by their own in-house maintenance division, Guardian Air Maintenance (PTY) Ltd. Aircraft types endorsed on the operating & maintenance licenses: Beechcraft King Air 200 Cessna Citation Series Hawker 800 Series Dassault Falcon 20 Dassault Falcon 50EX Dassault Falcon 900EX Please contact our 24/7 operations team for VIP charter, air ambulance services or any other enquires.
Guardian Air is a trusted VIP air charter and aircraftmanagement company, providing a suite of specialised services to meet the discerning needs of global business travellers,tourists and adventurers. We work closely with clients to find the best solutions for their needs.
loc Lanseria International Airport Tel +27 11 701 3011 24/7 +27 82 521 2394 Web www.guardianair.co.za lic CAA/I/N283, AMO 1401
FLYONICS (PTY) LTD FLYONICS (PTY) LTD is an avionics design, consulting, servicing, and installation company capable of supporting a variety of aviation modification and certification projects as well as repairs and maintenance of a wide range of general, regional and business aviation aircraft.
Flyonics (Pty) Ltd is fully capable of working with Original Equipment Manufacturers (OEMs), Design Organisations and customers throughout an entire installation process to ensure that the job is done technically correct and satisfies the intent of the modification.
The depth and range of its resources enables them to provide optimal solutions for operators, installers and maintainers as well as compliance with regulatory requirements.
Hangar 24 Rand Airport Germiston E-Mail: email@example.com j
LOCATION: HANGAR 24, HURRICANE ROAD, RAND AIRPORT, GERMISTON EMAIL: ADMIN@FLYONICS.CO.ZA | MICHAEL @FLYONICS.CO.ZA CONTACT: 082 686 2374 | 010 109 9405
DYNAMIC PROPELLERS DYNAMIC PROPELLERS, AMO No. 1150, specialises in the overhaul, repair and maintenance of propellers for commercial and privately-owned aircraft. We are an authorised service centre, approved to overhaul and maintain all Hartzell, McCauley, MT-propeller, Hoffmann, Dowty, Sensenich, Whirlwind and Hamilton standard propellers, including metal and composite blades. Aircraft propeller repair services are all performed in-house in our state-of-the-art aviation engineering workshop, and include Non-Destructive Examination, Cadmium Plating, cold compression rolling, blade aerofoil and
blade actuating pin shot peening on Hartzell propeller blades, as well as dynamic balancing of propellers in the field. We carry a large stock holding of fast moving propellers, hubs, parts, de-icing parts and overhaul kits. Contact: Tel: (011) 824-5057 / +27 82 445 4496 Email: firstname.lastname@example.org or email@example.com j
At Dynamic Propellers cc we overhaul and maintain all Hartzell, McCauley, MTPropeller, Hoffmann, Dowty, Sensenich, Whirl Wind and Hamilton standard propellers to include metal and composite blades. We do all maintenance procedures related to aircraft propeller overhauls as called for by the various propeller manufacturers including cadmium plating.
100 95 75
Everything is performed in-house, including cold compression rolling on Hartzell propeller blades, as well as dynamic balancing of propellers in the field. Dynamic Propellers cc is an Authorised Service Centre for MT-Propeller and Whirl Wind. Dynamic Propellers cc is also appointed as the sole McCauley Authorised Service Centre for the African continent.
25 5 0
SA Flyer 2022|09
We carry a large stock holding of fast moving propellers, hubs, parts, de-icing parts, overhaul kits etc. in our inventory to cater for Hartzell, McCauley, MT – Propeller, Hoffman, Dowty, Sensenich, Whirl Wind and Hamilton standard propellers. We do a huge amount of travelling to local, domestic and neighbouring countries as well as abroad to cater for customer’s propeller requirements.
www.dynamicpropellers.co.za • Tel: +27 11 824 5057 • Fax2mail: 086 548 2651 E-mail: firstname.lastname@example.org • Andries: 082 445 4496
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© 2022 Garmin Ltd. or its subsidiaries.
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Hangar 56, 10 Viking Way, Rand Airport Tel: 011 827 8632 Tino: 083 458 2172 Office: 083 446 0066 Email: email@example.com and firstname.lastname@example.org
HELI-AFRIQUE HELI AFRIQUE SPECIALIZES in general helicopter maintenance, upgrades, repairs, interior and exterior refurbishment and modifications, specialising in the Airbus Helicopter SA341, H125 (AS350/355 series), H120 (EC 120), H130 (EC 130), H135 (EC 135 series), BO105 and BK117 helicopters. We provide first and second line maintenance of TURBOMECA, Allison and Lycoming Engines and hold a service centre for Robinson R22 & R44 helicopters. Heli Afrique assist with inspections, C of Registration, Airworthiness formalities and have assistance from SACAA Inspectors to issue Certificates of Airworthiness and Certificates of Registration from abroad in foreign countries. Heli-Afrique facilitates the sale of used helicopters, carry out export/import, customs and
shipping formalities. We provide pre-purchase inspections of helicopters worldwide. Based at Rand Airport, Heli-Afrique holds a large range of spares inventory for the above mentioned helicopters and engines. Heli-Afrique holds the following CAA approvals: SACAA # 830, Republic of Zambia, Zimbabwe, Angola and Lesotho. We are the proven alternate ‘AMO’ to Airbus Helicopters and TURBOMECA in Southern Africa. Contact: Tel: 011 021 3866 Email: email@example.com www.heli-afrique.co.za j
FLIGHT TRAINING SERVICES FTS IS A FLIGHT SCHOOL that operates out of Grand Central Airport’s main terminal building.
Browse through their site and have a look at the services on offer.
The company has an impressive fleet of over 10 aircraft which include Cessna 172s, Piper PA28s, Cessna 172RG and the PA-30 Piper Twin Comanche for advanced multi-engine training. These aircraft are all used for basic and advanced instruction.
For the forthcoming CPL & ATPL ground school contact FTS on: 011 805 9015 or Email: fly@fts. co.za to book your seat.
Flight Training Services offers a comprehensive, state of the art, training service starting from entry level Private Pilot Licence (PPL) through to Airline Transport Pilot (ATP) licence.
For more information contact Amanda Pearce on: Tel: 011-805-9015/6 Email: firstname.lastname@example.org Website: www.fts.co.za j
THE NEXT GENERATION OF PILOT & FLIGHT CREW TRAINING
REGISTER REVIEW: RAY WATTS ZS-OKY is a Dornier DO27 exported to Germany.
For the first time in many years a brand-new Cessna 172 has been registered in South Africa. How things have changed. WE SEE A TOTAL OF nine Type certified aircraft (seven fixed wing and two helicopters) having been registered. The Cessna 172 takes up a registration that has been used five times over the years, the most recent being a Beechcraft 200 King Air which went to Kenya in 2008. Two Cessna 206s have come onto the register from Botswana. The Lear 45 comes from Namibia. There is also a Dassault Falcon 2000 that has arrived from the USA as well as an Embraer 145 from France. We have another Robinson R66 registered, and this one takes up the registration previously used by another Robinson 66 which went back to the USA in April 2022. The Airbus A350B3 is a new helicopter, straight off the production line.
The NTCA side of things keeps on growing with another ten aircraft having been registered. However of these ten, five are the very popular Bat Hawk aircraft. There are two aircraft which have got me foxed; these are the Bathawk Aircraft Patrol, which has a different type of serial number to the other Bat Hawks (and it’s spelt differently as well) and the Foxter EX. I have no idea what these are and with the CAA applying the POPI act religiously, I can’t get the phone numbers of the owners of these aircraft to find out what they are. This also applies to the TCA aircraft and overall, this is very frustrating. The airlines are expanding and shortly we’ll see FlySafair and Airlink adding aircraft to their respective fleets. FlySafair is getting more
ABOVE: ZS-JDD is a Pilatus PC12 exported to the USA. BELOW: ZU-ORC is a turboprop Piaggio P166. Photo by Paul Ludick.
ABOVE: ZS-BPL is a Robinson R44 deleted as scrapped.
BELOW MIDDLE: One of Airlink's Cessna 208B Caravans exported to Chad. Photograph by Michael Combrink. BELOW BOTTOM: ZS-POM is a Cessna 182 exported to Namibia. Photo Dave Becker.
ABOVE: ZS-NDC is a Cessna 206 exported to Brazil. Photo Ray Watts. BELOW: ZS-PMY is a Cessna 172RG exported to the USA. Photo Dave Becker.
Boeing 737-800s and Airlink is getting Embraer 195s. The first one arrived here on 26 July 2022. African Charter Airlines have bought two Boeing 737-300s from Cayman Airways, the first of which arrived on 23 July 2022. All together some exciting times ahead. We’ve lost a total of eleven TCA aircraft this month. Two of these, a Robinson R44 and an R66 are listed as scrapped however I think we may well see them re-appearing with ZUregistrations soon – this has been happening quite a lot lately. Airlink have exported two of their Cessna 208 Caravans to Chad and I’m wondering what they are using to ferry tourists around the game parks in Mpumalanga these days. One of our very scarce Dornier DO27s has gone home to
Germany. Two of the exports, a Pilatus PC12 and a Cessna 172RG have been exported to the USA. Back in April 2022 a Piaggio P166 (known locally as the Albatross) was registered here. This one is not an ex-SAAF machine and is turbine powered and equipped for aerial survey. The picture, from Paul Ludick, shows this quite clearly. Tail Piece I attended the Aero South Africa exhibition at Wonderboom earlier this month and was pleasantly surprised to see the number of companies attending the exhibition. It certainly appeared as if the aviation industry, despite Covid, is alive and well in this country. j
c i t s u co y) Ltd A N M & ices (Pt Serv REG
New Registrations ZS-R
REVIEW JULY 2022
SERIAL NUMBER PREVIOUS IDENTITY / EXPORT COUNTRY
TEXTRON AVIATION INC
ROBINSON HELICOPTER COMPANY
CESSNA AIRCRAFT COMPANY
CESSNA AIRCRAFT COMPANY
A2-THB, ZS-NES, N1858C
V5-LRJ, ZS-LOW, N5012Z
F-HAFS, UP-EM002, SX-CMC, G-EMBL, PT-SEY
CESSNA AIRCRAFT COMPANY
N826EW, N26EW, N2133
AS 350 B3
New Registrations ZT-R ZT-RFP
New Registrations ZUZU-IWV
MICRO AVIATION SA
BAT HAWK R
MICRO AVIATION SA
BAT HAWK LSA
MICRO AVIATION SA
BAT HAWK R
NICHOLAS THOMAS WILKINSON
BATHAWK AIRCRAFT PATROL
FRANCOIS ROEDOLF PRINSLOO
KFA BUSHBABY EXPLORER
SN 11-D-20 EXUL
MICRO AVIATION SA
BAT HAWK R
MICRO AVIATION SA
BAT HAWK R
SLING AIRCRAFT (PTY) LTD
SLING 4 Tsi
Aircraft deleted ZSZS-BPL
ROBINSON HELICOTER COMPANY
CAMERON BALLOONS LTD
ROBINSON HELICOTER COMPANY
CAMERON BALLOONS LTD
CAMERON WHISKY BOTTLE-90
PILATUS AIRCRAFT LTD
UNITED STATES OF AMERICA as N805JA
CESSNA AIRCRAFT COMPANY
CESSNA AIRCRAFT COMPANY
CESSNA AIRCRAFT COMPANY
DORNIER WERKE GMBH
CESSNA AIRCRAFT COMPANY
UNITED STATES OF AMERICA as N4278C
CESSNA AIRCRAFT COMPANY
Aircraft deleted ZUZU-IRZ
MICRO AVIATION SA
BAT HAWK R
SAVANNAH AIRCRAFT AFRICA
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S Q U OTATI O N T ON REQUES Contact: Marianka Naude Tel: 012 689 2007 I Cell: 076 920 3070 Email: firstname.lastname@example.org
Preview Guy Leitch
AAD 2022 – PREVIEW
The Africa Aerospace and Defence (AAD) exhibition is taking place between 21 to 25 September 2022, and will once again bring together aviation suppliers from across the world to South Africa to exhibit the latest technological innovations in the aviation and defence sectors.
A strong American and Turkish presence is expected at AAD. 2022. Pic Guy Leitch.
Preview AAD IS THE LARGEST GATHERING of the aerospace and defence industry players and buyers on the African continent. It is Africa’s only aerospace and defence expo that combines both a trade exhibition and an air show. Held biennially at Waterkloof Air Force Base in Pretoria, AAD provides aerospace and defence companies with the most efficient and effective access to Africa’s aviation purchasing, procurement and supply chains. The theme for the 2022 show is, “Exploring New Paths, Sharing Solutions, Showcasing Innovation and Capabilities.” The 2022 format remains unchanged with the event keeping to the traditional three trade days and two air show days on the weekend.
At time of writing arrangements for AAD 2022 are being finalised, with over 70% of the space already confirmed and countries such as the USA, Italy, Turkey, Belgium, China, UK, India and Pakistan hosting National Pavilions. The USA is expected to have a particularly strong presence, as is Turkey, with its key position in relation to the Ukraine war. AAD walks the tricky line of combining both the civilian and military sectors. This year there is a special emphasis on general aviation (GA). Co-convenor is the Civil Aviation Association of South Africa (CAASA). General Manager Kevin Storie says that CAASA is providing a brand new GA hub at the forefront of the show. “This will boost the commercial and recreational side of aviation. The hub will provide direct access to a GA exhibition space and breakaway rooms for presentations. In addition, the Aero Club of South Africa gets its own outside display park for free.”
The r e is a s pe cial e mphas is on ge ne ral av iat ion
AAD organisers say that the exhibition provides a conducive environment for business-tobusiness linkages as well as strategic platforms to engage in dialogue on international defence, aerospace and other related best practices.
AAD combines an expo with an airshow where fast jets and explosions thrill the public. Pic Guy Leitch.
Preview At time of writing the organisers are hopeful that the final sign-off will be obtained for a drone flying exhibition. This reflects the still growing demand for an exhibition to demonstrate the vast commercial and recreational opportunities in drone operations. The USA has declared its intention to have a strong presence at the expo. It has announced that it is exhibiting the Boeing C-17 Globemaster transport, the Boeing KC-135 Stratotanker, a Lockheed C130J Hercules, a Boeing KC-46 Pegasus and a Sikorsky UH60 Black Hawk helicopter. The Boeing C-17 Globemaster III is a large military transport aircraft developed for the United States Air Force (USAF) from by McDonnell Douglas and later taken over by Boeing. It was announced that for 2022 there will be two C-17s at AAD.
Paramount's 'Transformer robot' was an inescapable reminder that AAD is essentially a military show.
The Boeing KC-135 Stratotanker is an air to air aerial refuelling aircraft developed from the Boeing 367-80 – which became the well-known Boeing 707 airliner. The aircraft has been retrofitted with higher bypass turbofan engines, increasing its fuel efficiency ands thus range.
hoped that they will fly demonstrations with their BAE Hawk Mark 120s, it is considered unlikely that they will be able to return any of their front line Gripen fighters to flight as they have been grounded for over a year due to the non-renewal of their maintenance contracts with SAAB.
The C-130J is the latest version of the C-130 Hercules. More than 500 C-130Js have been delivered to 27 operators across 22 countries. The Sikorsky UH-60 Black Hawk is a medium-lift utility military helicopter made famous by its war exploits as it replaced the iconic Bell UH-1H Huey. During trade days the USAF aircraft can be viewed on static display. The two airshow days are 24 and 25 September 2022 where it is expected that the C17, C-130J and UH-60 Black Hawk will fly. Due to severe funding constraints, it is not expected that the South African Air Force will have a significant presence. While it is
It is however hoped that a number of displays will be flown by the SAA formation aerobatic team, the Silver Falcons. .
AAD climbed on the protecting rhinos bandwagon.
Preview For those more interested in general aviation, the Civil Aviation Association of South Africa (CAASA) acting CEO Kevin Storie says that CAASA is providing a brand-new GA hub at the forefront of the show. “This will boost the commercial and recreational side of aviation. The hub will provide direct access to a GA exhibition space and breakaway rooms for presentations. In addition, the Aero Club of South Africa gets its own outside display park for free.”
South African girls added some glamour to the arms industry.
. Youth development is key - here the Sakhikamva Foundation explains a flight simulator.
Storie points out that, “AAD is unique in that, unlike conventional airshows, it creates a powerful opportunity for the key players in general aviation to interact directly with buyers from all over the world, both from the civilian and commercial sectors. We are pleased to say that we already have almost all the key GA players signed up as exhibitors.”
AAD is an es t ablis he d platf or m
The Silver Falcons are a silver lining to every air show.
Exhibition director Michelle Nxumalo says that some of the key plans for AAD 2022 includes diversifying the exhibitor profile to include a focus on new markets such as oil and gas, plus mining and energy.
In 2019 Boeing brought their own chalet - which they transport around the world.
The Americans brought their own music - this USAF band played excellent Dixieland jazz.
Exposing schoolkids to military weapons.
AAD’s youth development programme (YDP) is aimed at exposing learners to the complex technologies and innovation within the aviation and defence industries. This will be achieved through partnerships with industry organisations.
a f ocus on new mar k et s s uch as oil and gas Launching the 2022 show, South Africa’s Defence Minister, Ms Thandi Modise, said, “AAD is an established platform, refined to
suit business and marketing needs which will undoubtably yield a positive return on investment for participants.” Key metrics of AAD 2018 are that it: hosted 486 exhibitors from 40 countries and 32,538 trade visitors from 112 countries. AAD 2022 expects more than 50,000 visitors and more than 300 accredited media. There were 68 civil and military aircraft on display across the 54,000 square metres of exhibition space. Regarding Covid, AAD’s Marketing Manager, Nakedi Phasha, says, “Plans are in place to provide our exhibitors with a platform at which you can showcase your innovative resilience in addressing the COVID-19 pandemic, and your migration towards remaining sustainable in a post Covid era.” j
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SA Flyer 2022|09
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CHAMPIONSHIPS South Africa produced an outstanding all-round performance at the 37th FAI World Gliding Championships, held in Szeged, Hungary in August.
Team South Africa distinguished itself at the 2022 World Gliding Championships.
THE WORLD Gliding Championships produced an outstanding standard of flying. Writing from Hungary, Jason Adriaan reports that, “The level of flying here is on another level totally, the smallest mistake drops you down 10 or 20 places, and to make this up is almost impossible, as the other pilots just don’t make mistakes. So hats off to our pilots for keeping up to the pace and doing so well.”
The daily grid before launch.
The South African Proteas returned to SA with the following achievements: • The Silver medal for Team SA’s overall performance across all three classes • 11 individual podium finishes across all three classes over the 11 days of flying • Two top 10 finishers, earning a silver medal in the Open Class for Oscar Goudriaan and fifth place in the 18m class for Uys Jonker • The Fair Play trophy for Uys and Attie Jonker’s excellent sportsmanship for repairing a competitor’s glider overnight. • And of course – friendship between the world’s best gliding teams!
f or e cas ting was exce ptionall y accurate
Ready to launch - Dolf Pretorius, back Nico le Roux.
Oscar Goudriaan and Riaan Denner.
Thanks to the European heatwave, the weather was excellent with most days giving very good gliding conditions. The Championships was held over 14 days of which 11 days were flown. A
big help was that the weather forecasting was exceptionally accurate and the tasks were very well set. The competition task area was in the south of Hungary, close to the Serbian border, over very flat terrain. A complication was the forbidden airspace, which varied daily, as well as areas with height restrictions.
The South African team performed excellently, despite many of the challenges faced. These included: Limited training beforehand due to a less than average gliding season. Uys and Attie Jonker’s own gliders did not arrive in time for the competition. Oscar Goudriaan and Riaan Denner had undercarriage issues on the second practise day, and only got one short practise day in on the (new to them) EB29DR racing ship.
Sout h Af r ican Jonk e r s Fac tor y dominate d
The gliders built by the South African Jonkers Factory dominated, with half of the Open Class flying JS1C’s (with four in the top ten) and more than half of the 18m class flying JS1’s or 3’s (With 12 in the top 15).
Given their success this year the South Africans are looking forward to taking the gold medal for 2024 in Uvalde, Texas with a fleet of Jonker JS5’s.
On the podium - Second Place in the Open Class for Oscar Goudriaan and Co Pilot Riaan Denner.
Two-Seater 20m Class results (Total of 19 Pilots): 1. 8898 Pts - Ivan Novak/Peter Krejcirik (CZE) 2. 8783 Pts - Jakub Barszcz / Lukasz Kornacki (POL) 3. 8666 Pts - Steve Jones / Garry Coppin (UK) 14. 7607 Pts - Dawid Pretorius / Nico le Roux (RSA) Open Class results (Total of 22 pilots): 1. 9088 Pts - Felipe Levin (GER) 2. 9016 Pts - Oscar Goudriaan (RSA) 3. 8646 Pts - Radek Krejcirik (CZE) – Flying a Jonker Sailplanes JS 1C Team Cup results (Total of 24 Countries): 1. 912.38 Pts - France 2. 902.85 Pts - South Africa 3. 898.32 Pts – Italy
Attie and Uys Jonker receiving the fairplay award.
R E S ULT S
18m Class results (Total of 42 Pilots): 1. 8957 Pts - Christophe Abadie (FRA) – Flying a Jonker Sailplanes JS 3 2. 8865 Pts - Riccardo Brigliadori (ITA) – Flying a Jonker Sailplanes JS 3 3. 8843 Pts - Davide Schiavotto (ITA) – Flying a Jonker Sailplanes JS 3 5. 8784 Pts - Uys Jonker (RSA) – Flying a Jonker Sailplanes JS 3 12. 8537 Pts - Attie Jonker (RSA – Flying a Jonker Sailplanes JS 3
Team Manager Jason Adriaan accepting the Silver medal for Team SA. September 2022
SA Flyer 2022|09
www.sv1.co.za Prices at 27/07/2022 Fuel Fuel Prices as atas 27/07/2022
Prices at 29/08/2022 Fuel Fuel Prices as atas 29/08/2022
Prii ces i nclude but exclude any servi ce fees Pri ces nclude VAT VAT but exclude any servi ce fees AvgasJet A1 Jet A1 Ai rfi Ai eldrfi eld Avgas Beaufort R35,50 R23,45 Beaufort WestWest R35,50 R23,45 Bethlehem R38,00 R 24,81 Bethlehem R38,00 R 24,81 Bloemfontei R31,72 R23,36 Bloemfontei n n R31,72 R23,36 Brakpan R35,20 Brakpan R35,20 R32,00 BritsBrits R32,00 Town R36,97 R21,79 CapeCape Town R36,97 R21,79 Winelands Contact CapeCape Winelands No No Contact Eagles Creek R33,50 Eagles Creek R33,50 London R34,42 R23,45 East East London R34,42 R23,45 Ermelo R32,66 R25,76 Ermelo R32,66 R25,76 ep Dam R35,50 R25,00 Gari Gari ep Dam R35,50 R25,00 George R35,00 R24,21 George R35,00 R24,21 Grand Central R36,23 R29,38 Grand Central R36,23 R29,38 Hei delberg R35,00 Hei delberg R35,00 Hoedspruit Hoedspruit POAPOA Ki mberley R31,95 R23,58 Ki mberley R31,95 R23,58 Hawk R37,80 KittyKitty Hawk R37,80 Klerksdorp R34,38 R22,42 Klerksdorp R34,38 R22,42 Kroonstad R33,49 Kroonstad R33,49 Kruger Intl Nelspruit R34,10 R27,60 Kruger Intl Nelspruit R34,10 R27,60 Krugersdorp R33,00 Krugersdorp R33,00 Lanseri R35,54 R25,88 Lanseri a a R35,54 R25,88 Margate Margate No No Fuel Fuel Middelburg R35,27 R27,14 Middelburg R35,27 R27,14 Morningstar R34,25 Morningstar R34,25 Mosselbay R33,60 R22,00 Mosselbay R33,60 R22,00 Nelspruit R32,88 R25,88 Nelspruit R32,88 R25,88 Oudtshoorn R33,16 R23,10 Oudtshoorn R33,16 R23,10 ParysParys POAPOA POAPOA Pietermaritzburg R37,80 R27,90 Pietermaritzburg R37,80 R27,90 Pi etersburg R34,35 R26,78 Pi etersburg Ci vi lCi vi l R34,35 R26,78 Plettenberg R38,00 R25,00 Plettenberg Bay Bay R38,00 R25,00 Alfred R38,90 PortPort Alfred R38,90 Elizabeth R38,50 R24,91 PortPort Elizabeth R38,50 R24,91 Potchefstroom Potchefstroom POAPOA POAPOA R36,29 R26,26 RandRand R36,29 R26,26 Robertson R33,50 Robertson R33,50 Rustenberg R31,95 R23,65 Rustenberg R31,95 R23,65 Secunda R34,50 R27,92 Secunda R34,50 R27,92 Skeerpoort *** Customer to collect Skeerpoort *** Customer to collect POAPOA POAPOA Springbok Springbok POAPOA POAPOA Springs R35,20 Springs R35,20 Stellenbosch R38,70 Stellenbosch R38,70 Swellendam R33,90 R21,50 Swellendam R33,90 R21,50 Tempe R33,49 R24,93 Tempe R33,49 R24,93 Thabazimbe Thabazimbe POAPOA POAPOA Upington R32,66 R24,30 Upington R32,66 R24,30 R35,99 R24,55 Vi rgiVi nirgi a ni a R35,99 R24,55 Vryburg Vryburg POAPOA POAPOA Warmbaths R35,00 Warmbaths R35,00 Welkom R33,49 R24,93 Welkom R33,49 R24,93 WiPark ngs Park R35,20 Wi ngs EL EL R35,20 Witbank R32,20 Witbank R32,20 POAPOA POAPOA Wonderboom Wonderboom Worcester R39,65 Worcester R39,65
Prii ces i nclude but exclude any servi ce fees Pri ces nclude VAT VAT but exclude any servi ce fees AvgasJet A1 Jet A1 Ai rfi Ai eldrfi eld Avgas Beaufort R33,05 R26,30 Beaufort WestWest R33,05 R26,30 Bethlehem R32,00 R 23,00 Bethlehem R32,00 R 23,00 Bloemfontei R30,89 R22,12 Bloemfontei n n R30,89 R22,12 Brakpan R35,20 Brakpan R35,20 R31,90 BritsBrits R31,90 Town R36,97 R20,10 CapeCape Town R36,97 R20,10 Winelands CapeCape Winelands Eagles Creek R32,50 Eagles Creek R32,50 London R32,65 R20,73 East East London R32,65 R20,73 Ermelo R32,66 R25,76 Ermelo R32,66 R25,76 ep Dam R35,50 R25,00 Gari Gari ep Dam R35,50 R25,00 George R35,00 R24,21 George R35,00 R24,21 Grand Central R36,23 R29,38 Grand Central R36,23 R29,38 Hei delberg R32,00 Hei delberg R32,00 Hoedspruit R34,50 R26,17 Hoedspruit R34,50 R26,17 Ki mberley R30,90 R22,13 Ki mberley R30,90 R22,13 Hawk R37,30 KittyKitty Hawk R37,30 Klerksdorp R34,38 R22,42 Klerksdorp R34,38 R22,42 Kroonstad R33,03 Kroonstad R33,03 Kruger Intl Nelspruit R34,10 R25,89 Kruger Intl Nelspruit R34,10 R25,89 Krugersdorp R31,90 Krugersdorp R31,90 Lanseri R33,93 R24,50 Lanseri a a R33,93 R24,50 Margate Margate No No Fuel Fuel Middelburg R35,27 R27,14 Middelburg R35,27 R27,14 Morningstar R32,25 Morningstar R32,25 Mosselbay R33,60 R22,00 Mosselbay R33,60 R22,00 Nelspruit R32,88 R22,30 Nelspruit R32,88 R22,30 Oudtshoorn R33,16 R23,10 Oudtshoorn R33,16 R23,10 ParysParys POAPOA POAPOA Pietermaritzburg R33,60 R26,50 Pietermaritzburg R33,60 R26,50 Pi etersburg R30,25 R24,95 Pi etersburg Ci vi lCi vi l R30,25 R24,95 Plettenberg R38,00 R25,00 Plettenberg Bay Bay R38,00 R25,00 Alfred R33,50 PortPort Alfred R33,50 Elizabeth R34,05 R24,29 PortPort Elizabeth R34,05 R24,29 Potchefstroom Potchefstroom POAPOA POAPOA R36,29 R26,17 RandRand R36,29 R26,17 Robertson R33,50 Robertson R33,50 Rustenberg R33,50 R25,25 Rustenberg R33,50 R25,25 Secunda R31,05 R25,88 Secunda R31,05 R25,88 Skeerpoort *** Customer to collect Skeerpoort *** Customer to collect POAPOA POAPOA Springbok Springbok POAPOA POAPOA Springs R35,20 Springs R35,20 Stellenbosch R38,70 Stellenbosch R38,70 Swellendam R33,90 R21,50 Swellendam R33,90 R21,50 Tempe R33,03 R24,93 Tempe R33,03 R24,93 Thabazimbe Thabazimbe POAPOA POAPOA Upington R31,61 R22,84 Upington R31,61 R22,84 R32,43 R24,55 Vi rgiVi nirgi a ni a R32,43 R24,55 Vryburg Vryburg POAPOA POAPOA Warmbaths R35,00 Warmbaths R35,00 Welkom R33,03 R24,93 Welkom R33,03 R24,93 WiPark ngs Park R35,20 Wi ngs EL EL R35,20 Witbank R33,20 Witbank R33,20 POAPOA POAPOA Wonderboom Wonderboom Worcester R39,45 Worcester R39,45
Tel: +27 10 446 9666 Danielle: +27 82 553 9611 Email: firstname.lastname@example.org Marina: +27 82 924 3015 Co-ordinates: S25°50’37 E27°41’28 116 GPS September 2022 Import/Export no. 21343829
SA Flyer 2016|11
• HOEDSPRUIT • PARYS AIRFIELD • POTCHEFSTROOM AIRPORT • SKEERPOORT • THABAZIMBI • WONDERBOOM
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Events by CHILDREN’S FLIGHT AT ORIENT AIRFIELD
STEADY CLIMB FLY-IN AT RHINO PARK AIRFIELD
PIETERMARITZBURG AIR NAV RALLY AT ORIBI
Orient Airﬁeld, Gauteng
Rhino Park Airﬁeld Bronkhorstspruit
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Flying in Africa – that’s what we love September 2022
©Tonie Britz 2022
Flying in Africa - that’s what we love!
Comprehensive airfield information, up-to-date aeronautical data, friendly and efficient customer support, easy Flight Planning, electronic logbook, Inflight Navigation with EasyCockpit, real-time Weather overlays, Weather cams, Events notification, location link to Maps ... you have it all. www.aviationdirect.co.za • firstname.lastname@example.org • +27 11 465 2669September • 072 340 9943121 2022
LAST PC- 6 DELIVERED
Pilatus Aircraft finally produced the last PC-6 Turbo Porter after announcing the model’s end of production in 2017, completing a 63-year chapter that began in 1959. THE PC-6 IS FAMOUS for its utilitarian looks and for its short takeoff and landing (STOL) capabilities. It has been equipped with piston and turboprop engines and was also produced in the United States and China under license. The first model of the PC-6, equipped with 300 hp piston engine, had its maiden flight on May 4, 1959. Two years later, the first Turbo Porter, powered by a Turbomeca Astazou II turboprop engine, flew for the first time. Complaints about the Astazou II’s reliability and high fuel consumption soon followed, leading to the addition of the Garret Air Research TPE 331 engine in 1967, and later the Pratt & Whitney Canada PT6A in 1996, rated at 680 shp.
Several types of landing gear can be installed to allow it to operate in diverse terrain conditions, such as floats for water and skis for snow. It has large sliding doors to facilitate the loading of 1,200 kg or ten passengers. The aircraft broke the high-altitude landing and takeoff record when it operated at an altitude of more than 5,750 meters on the Dhaulagiri glacier in Nepal. All these attributes made it one of SA Flyer’s long running columnist’s Hugh Pryor’s favourite plane – along with the Twin Otter. j
Its ability to take off within 640 feet) and land in 427 feet carrying a payload of 1,200 kg, made it popular for operating in remote and unique areas where previously only helicopters could access. Pilatus offered rotary-wing companies the PC-6 as an option for their fleets. It can also operate on uneven, unprepared runways, in cold and hot climates and at high altitudes (which is why it is widely used in the Himalayas).
The last PC-6 to be built is checked at the Pilatus factory on 16-Aug-22.
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but to be the most trusted and respected amongst our customers. These are the things that matter to us. We have what it takes to give your project wings! Contact: +27 84 751 2016 Email: email@example.com
STANDARDAERO StandardAero’s facility at Lanseria International Airport near Johannesburg is a fully authorized Pratt & Whitney Canada (P&WC) PT6A Designated Overhaul Facility (DOF), and the world’s only independent service provider authorized to overhaul the PT6A-140 variant. In addition, the facility provides full support, including overhaul, for 41 other PT6A models.
The Lanseria facility also offers service center and mobile repair team (MRT) support for the PW100 turboprop and JT15D turbofan.
With more than five decades of experience in repairing and overhauling P&WC engines, StandardAero has developed a reputation for quality workmanship, industry leading turn-around times, exceptional customer service and competitive pricing.
Contact: Hanger 25, 1748 Lanseria International Airport Lanseria, Gauteng, South Africa Office: +27 11 701 3035 firstname.lastname@example.org www.standardaero.com
PT6A FLAT RATE OVERHAUL (FRO)
No surprise pricing
No surprise pricing No compromise on quality No sweeping exclusions No sweeping exclusions
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No wonder it’s so popular! No wonder it’s so popular! StandardAero Lanseria, a Pratt & Whitney PT6A designated overhaul facility (DOF) and the sole independent approved for&the PT6A-140, is StandardAero DOF Lanseria, a Pratt Whitney PT6A pleased to support across Africa designated overhauloperators facility (DOF) and the with sole P&W’s flat rate overhaul (FRO) which independent DOF approved forprogram, the PT6A-140, combines quality with is pleased OEM-level to support operators acrossguaranteed Africa with “not exceed” Meaningwhich that P&W’stoflat rate capped overhaulpricing. (FRO) program, combines OEM-level quality with guaranteed you can plan your maintenance expenses with “not to exceed” capped any pricing. Meaning that confidence, and without compromises. you can plan your maintenance expenses with
confidence, and without The FRO program doesany notcompromises. incur extra charges for typical corrosion, sulphidation or repairable The FROobject program does not incur extra foreign damage (FOD), and PMAcharges parts for typical corrosion, sulphidation or repairable are accepted. foreign object damage (FOD), and PMA parts are accepted.
As the industry’s leading independent aeroengine provider, StandardAero is trusted As the MRO industry’s leading independent aeroby airline, governmental and business aviation engine MRO provider, StandardAero is trusted by operators worldwide for airline, governmental and responsive, business tailored aviation support solutions. Contact us today to learn more. operators worldwide for responsive, tailored support solutions. Contact us today to learn more.
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COMFORT & QUALITY AIRCRAFT REFURBISHMENT
Tel: +27 (0)10 900 4149 Info@earefurbishment.com September 2022 Hangar 24 (Interior Shop) Lanseria International Airport,
| Mobile: +27 (0)82 547 8379 | Francois@earefurbishment.com and Hangar 31 (Paint Shop). South Africa, Gate 5 North Side.
REFURBISHMENT “Quality is our Passion”, this is the mantra that we live by at Executive Aircraft Refurbishment. Our quality workmanship and service excellence, combined with knowledgeable staff has earned us the reputation of the No.1 Aircraft Interior and Exterior refurbishment facility. Complete aircraft exterior paint strip and resprays are done all under one roof, designing paint scheme lines, logo’s to customer specifications. We also offer a mobile touchup service to our customers ensuring their aircraft stays in mint condition.
Tel: +27 (0)10 900 4149 | Mobile: +27 (0)82 547 8379 Info@earefurbishment.com | Francois@ earefurbishment.com Hangar 11 (interior shop) and 31(paint shop) Lanseria International Airport South Africa, Gate 5, North Side j
Our interior shop specializes in complete interior refurbishments such as the refurbishment of overhead stowage bins and seating, Roof-liners, cockpit glare-shields, cabinets and galleys, wool carpets, textile and non-textile floor covering, refurbishment of seats and foam building in varying modern styles. We manufacture interior window sun-shields and aircraft exterior ground covers, EAR also re-web and re-certify aircraft safety belts. From interior refurbishment to exterior spray painting, we do it all. Entrust your fleet to Executive Aircraft Refurbishment for a new fresh look and we promise to have your aircraft ready and serviceable when you need it.
AERONAUTICAL AVIATION AERONAUTICAL AVIATION was founded in 2005 by Clinton Carroll. As a Pilot and Aircraft Owner, Clinton understands the challenges in the cockpit, the regulatory requirements, certification, and costs associated with the operation of an aircraft, and can offer informed advice on upgrading equipment, repairs, and installations from a technical aspect, as well as from a pilot’s point of view without compromise to quality. Our team of qualified technicians have extensive knowledge and training on all the products we supply, and at Aeronautical Aviation we believe that offering hands on training on equipment installed into an aircraft is a pivotal part to ensuring our clients are armed with the knowledge to operate the equipment fully, epitomizing the Aeronautical Aviation difference.
Based at Lanseria International Airport, Aeronautical Aviation has been supporting and offering specialised services within the General Aviation industry with the repair, overhaul, and installation of aircraft instrumentation, avionics, electrical and pilot accessories. Our recently launched innovative laser department specialises in the refurbishment of backlighting switch and circuit breaker panels, transforming old, outdated panels to look as new as the equipment being installed.
We are extremely proud to be Garmin’s Largest accredited dealer and distributor in Africa. This enables us to provide our clients with a variety of options to suit their budget and operational needs. Our Technicians are Factory trained and at Aeronautical Aviation we pride ourselves on service excellence and are committed to providing our customers with outstanding and exceptional quality.
To learn how Aeronautical Aviation can assist with your next Garmin avionics upgrade, repair or maintenance contact us at + 27-11-659-1033 / j email@example.com or visit www.aeronautical.co.za
PAMBELE FONT: ITC Avant Garde Gothic PAMBELE FONT COLOUR: 60% Black PANTONE: Cool Gray 9c
Formerly known as JEMAX AVIATION License # N892D
LIGHT AIRCRAFT CHARTER OPERATOR www.pambele.aero c = 90 m = 50 y=0 k=0
PAMBELE AVIATION (Grand Central Airport) is a dependable air charter company with thirteen years’ experience.
Our fleet includes Beechcraft King Air B200 and a Cessna Grand Caravan 208B. We provide a range of charter flights.
Contact: Tel: 011 805 0652 E-mail: firstname.lastname@example.org
SA Flyer 2022|09
Our satellite base is located at Kruger Mpumalanga International Airport serving the Lowveld region.
email@example.com TEL: (+27 11) 805-0652 / 82 | FAX: (+27 11) 805-0649
by Pete r Gar r is on
SPEAKS AT GENDER SUMMIT In August over 400 delegates gathered at Gallagher Estate in Midrand to address the development of women in aviation. IN RECOGNITION of the work the husband and wife team of Clinton and Michelle Carroll are doing in advancing women in aviation, Aeronautical Aviation’s CEO Clinton Caroll was the only male speaker at the CAA’s women’s National Gender Summit. Clinton was invited to address the summit as he had earlier presented to the AERO SA Expo regarding the apprenticeship programme his company runs in-house. Aeronautical Aviation’s programme focusses on how aviation is facing a shortage of youngsters coming into the avionics industry as avionics technicians. Clinton – and indeed many others – believe that the problem is that many young people see aviation as only for pilots. A particularly popular takeaway comment that resonated with the audience was when Clinton asked; “These days men can carry handbags – so why can’t women carry toolboxes?” The CAA was particularly impressed that Aeronautical Aviation is working to support and build the industry on a technical level. Under the heading of “Building A New Generation of Aviation Professionals” Clinton spoke on: How the Covid pandemic has changed the way we work and how it has affected our work/life balance. He addressed the all-important question of how we can provide cost effective training
programmes to build an aviation workforce locally and how global aviation industry leaders can support Africa’s education and training requirements. Finally, he dealt with the question of how do we gear ourselves to meet the demands of new developments in aviation? j
Clinton Carroll of Aeronautical Aviation at the CAA's Gender Summit.
FlightCm African Commercial Aviation
Edition 165 | September 2022
– Aves Founder and CEO
John Bassi – On the Mountain Compliance – ICAO vs SA CARS and CATS Elmar Conradie – on FlySafair’s growth 1
FlightCom: September 2022
FLIGHT SAFETY THROUGH MAINTENANCE
Overhaul / Shockload / Repair of Continental and Lycoming Aircraft engines
Hangar no 4, Wonderboom Airport, Pretoria PO Box 17699, Pretoria North, 0116 Tel: (012) 543 0948/51, Fax: (012) 543 9447, email: firstname.lastname@example.org
SA Flyer 2022|09
Overhaul Engine Components Overhaul and supply of Hartzell / McCauley and Fix pitch Propellers
Armaments Corporation of South Africa SOC Ltd
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SEPTEMBER 2022 EDITION 165
Bush Pilot - Hugh Pryor
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AME Directory Pilots - Laura McDermid The Mountain - John Bassi The Regulatory Round Out - Kim Gorringe Face to Face - Elmar Conradie Aves Holdings – Maintenance for Africa AEP - The Survival of the Best Alpi Aviation SA: Flight School Directory Flightcom Charter Directory AVES Technics AMO Listing Backpage Directory © FlightCom 2021. All rights reserved worldwide. No part of this publication may be reproduced, stored in a retrieval system, or transmitted by any means, electronically, mechanically, photocopied, recorded or otherwise without the express permission of the copyright holders.
A NOTE FROM
THE EDITOR: WHILE THE REST OF AFRICA tries to rebuild its airline route networks following Covid, the Western Cape is succeeding in getting European and US Based airlines to prioritise the Cape Town route – even while they are cancelling other global routes due to airport congestion. The Cape Town Air Access initiative is now recognised around the world for its pioneering work in providing a huge boost to Cape Town tourism. Most importantly, the initiative serves as an excellent model that should be adopted by other key tourist destinations in Africa. Since its inception in 2015, the Cape Town Air Access team has been instrumental in the establishment of 17 new routes and the expansion of 21 existing ones. Pre-Covid, more than 750,000 inbound seats have been added to its international network.
For the Western Cape, the Air Access Initiative has also created much needed additional conference demand, and at better prices, thanks to the successful combination of investment by the private sector, airlines and local government in conference and event facilities. For Cape Town this resulted in significant private-sector investment in the city, including the extension of the Cape Town International Convention Centre. Important for African airline connectivity is that the Air Access initiative has also raised the level of business travel, which globally is under pressure due to the shift to online meetings. The improvement in air connectivity created by this Initiative helps push back the swing to online meetings, thanks to its facilitation of air travel for the meetings, incentives, conferences and exhibitions (MICE) industry.
Their relentless pursuit of direct flights
The Cape Town Air Access Initiative is an excellent example of public private partnerships (PPP). The Initiative shows the power of well managed collaboration; and it has been so effective that it is considered a positive disrupter of tourism, in the same way that Uber and Airbnb disrupted the traditional tourism market. As described in Robin Rabec’s video interview with Cape Town Airport Regional GM Mark Maclean, (available on www.saflyer.com) the role of the airport is key to facilitating Western Cape air connectivity. The Initiative’s drive to broaden the air transport network has paid off as Cape Town now has 17 new direct non-stop flights to destinations such as Dubai, Istanbul, Zurich, Frankfurt and Amsterdam.
The Western Cape government justifiably claims that, “The Cape Town Air Access team has changed the game in terms of accessibility to our destination. Their relentless pursuit of direct flights to Cape Town has yielded the addition of 1.5 million two-way seats, bringing job-creating tourists to our region. (PreCovid) foreign tourist numbers increased by 29.8% year on year, while major attractions in the province have achieved a 19.8% growth in visitor numbers.” Now that the model has been established, we can only hope that similar dynamic leadership can use the example of the Air Access Initiative to improve air transport connectivity in key tourist destinations such as Nairobi, Dar es Salaam, and Addis Ababa.
BUSH PILOT HUGH PRYOR
I am now 60 years old, so I am out of Part 135 operations. However, there is still some fire left in the hearth and so there may still be some sparks which I could offer to the Part 121 side of the aviation industry, if required.
T WOULD BE A SHAME to pour water on the fire when the coals are still glowing, don’t you agree? After all, I have been ‘Part 121’ for almost my whole career. I live in Mombasa Kenya and so I went up to Nairobi for an Aircrew Medical. My company Ops Department had e-mailed me to say that they would need me back in Bujumbura, on the 16th of February and please would I organise the travel arrangements as usual.
My Medical Examination was with an old friend, Dr George Irvine Robertson. I have known him for over thirty years. In fact I bought our house from him, on the shores of the Indian Ocean, just north of Mombasa. It is a little paradise on Earth and I still wonder that he could have parted with it. The examination went well. My eyes still didn’t really need the glasses which I have been taking along to medicals for the last couple of decades. My blood pressure was 130 over 78, which is fairly good for someone of my advancing years who smokes 5 roll-ups a day and has been known to indulge in a dram of the Scottish ‘water of life’ on the odd occasion... most evenings...Okay!...on the dot of 18:00(local). But the thing which made my day was that in the ‘remarks’ column, Doc Robbie had written, “A sturdy, healthy, cheerful individual.” Now there’s a tonic to pick up the most down-hearted.
a ‘Slaviation Salary’
Bujumbura is the capital of the tiny country of Burundi, up in the top right-hand corner of Lake Tanganyika in the middle of the vast continent of Africa. Once there, I was to take over as Captain on a DHC-6 Twin Otter, on contract to the United Nations, in their efforts to bring peace to a country where up to a million people were killed in a carefully planned and executed act of genocide. My medical was actually okay up to the end of March, but I would be on duty till the end of the first week in April, so they asked me to get the medical out of the way early, before I went. I received their e-mail on the 27th of January, so that gave me lots of time to organise things.
FlightCom: September 2022
Little did I know. After the medical, I got a taxi down to our company
FlightCom: September 2022
offices at Wilson Airport. There we have a suite of modern offices, on the third floor of Lengai House, which is named after a volcano across the border in Tanzania in the Great Rift Valley. The offices are equipped with all the latest comms and IT gadgetry. The staff is big enough for me to see quite a lot of unfamiliar faces when I walk through and they would not know me from any other visitor, unless I were to be in uniform, in which case they would not know me from any other company pilot. I went straight to see Pam. She is Kenyan and runs the administration refreshingly well. I get on with Pam like a house on fire and always look forward to our infrequent meetings. She has been with the company for nearly ten years and I have known her since the company’s 1997 escapades into Somalia, during the El Niño floods, which expanded the thirty-metre-wide Juba River to a width of seventy-five kilometres in two days.
I walked down the corridor until I reached a sign reading General Manager, stuck up on the wall beside Lee’s door. The door was open and I poked my head around it to see if Lee was in. Lee and I have known each other for many years, sometimes operating for rival companies from the same base of operations, on contract to the same organisation. I like Lee and respect his management skills almost as much as I respect his flying ability... and Lee is a very competent flyer. That may sound a little pejorative, but it is a big compliment from me, as my opinion of management has been tarnished by a thirty-year display of greed, self-centred manipulation and just good old-fashioned incompetence.
another Ferrari to celebrate!
“’Morning Pam!” I said breezily as I walked through the open door of her office. “Doc Robbie says I am still alive for the next six months. How’s things with you?” “Oh, I’m OK till the end of the week, apparently.” Her white teeth spread across the dark contours of her face in a wistful smile. “And then?” she now had my full attention. “Well then, I’m not sure,” she said. “I’m leaving the company.” “You are WHAT!?” I gasped, “WHY?” “I think you had better go and talk to Lee.” said Pam, indicating the door with a glance. “OK,” I said turning to walk back out of the door. “See you in a minute.”
FlightCom: September 2022
“’Morning Hugh.” he said, reaching out to shake my hand. “Come along in.”
To my surprise, Anthea, our Sales and Marketing Manager, was sitting on the second of the three chairs which looked a bit lost in the vast expanse of Lee’s office. In fact, yes - the Office was definitely looking a little under-furnished, even by Lee’s rather Spartan standards. “Bit quiet isn’t it?” I said, searching Lee and Anthea’s faces for traces of some ghastly sin I must have committed. “I mean, I’ve just passed my medical! I’m alive! Let’s have a party! Get my blood pressure back up into the green again!” “Haven’t you heard, Hugh?” said Anthea. “Heard what?” “The company went into Voluntary Liquidation as of midnight last night.” Suddenly, I was out of a job. Suddenly ‘Good Old Hugh’ had become ‘Did you hear about Poor Old Hugh? Yeah! Just imagine! At his age too! What’s he going to do with himself now?’
I have had an enormous amount of fun, in the last thirty-odd years, flying into some ridiculously primitive patches with some incredibly entertaining people. I have been allowed to explore the low speed and low altitude envelopes of some of the worlds most honoured STOL classics. This profession has given me a life which many would label unacceptably privileged. My job has been my hobby. I have been showered with opportunities to examine the limits of my physical, mental and spiritual stamina. I have screwed up unforgivably and been forgiven. I have put my neck on the line and reaped priceless rewards. At my end of the aviation spectrum, I have flown with people whom I knew. ‘Passenger Briefings’ were more like a safety conversation between friends. A single flight has been the foundation of friendships which have stood the tests of hardship and unemployment and sometimes even ignominy. This really has been a truly generous profession.
misery he has imposed on the gullible pawns from whom he demanded nothing less than total loyalty. (That was the subject of another pre-liquidation e-mail.) To him they are dross, to be swept away and forgotten, as quickly as possible, to make way for the next consignment of unwitting dupes. I have been employed by four companies in the last twenty-odd years and every single last one of them has expired, due to the insatiable greed of their owners, aided and abetted by the mindblowing incompetence of their management teams. It has almost got to the stage where if I see the words Managing Director or Vice President after somebody’s name, my hackles rise and contempt floods into my throat. It is as though the title comes with the complimentary surgical removal of any traces of common sense which the recipient’s cranium may have been harbouring prior to the recognition of his ‘Management Potential’.
she now had my full attention.
And now, over night, I am back out on the street...along with dozens of my colleagues and friends... all because of insatiable greed and wilfully blind incompetence. Do not get the impression that this is some misfortune confined to Hugh Pryor. I am comparatively fiscally fluid, as I approach the evening of my aviation career. Think more about all my colleagues who are left without physical means of support. Suddenly they have no way to renew licence requirements. Instrument ratings lapse. CRM, SEPT and Dangerous Goods courses need to be done, Instrument and Night currencies have to be maintained and Medical Examinations completed and paid for.
It is essential to keep the licence open in case a potential employer may deem it appropriate to offer what has become known as a ‘Slaviation Salary’ to the struggling workers. This, of course, all costs money, lots of it, but the Boss has taken all that away to pay for his third Ferrari. And don’t be deluded into thinking that he is losing sleep over the
All the companies for whom I have worked have been busy. The most recent one, for example, had all its aircraft out on contract to clients who were, and still are, reliable payers. So how, you might quite reasonably ask, can a project like that lose money? It is not as though there was a cash flow problem. Well I suppose there was, in a sense, because all the cash which came in had to flow into servicing the owner’s mountainous debts. So, finally, in this particular most recent case, when the debts climbed into the nine figure dollar bracket, the banks decided to pull the plug. And the owner? Oh, he probably bought himself another Ferrari to celebrate! Frankly, I hope he crashes it...and if I was the insurance company, I wouldn’t pay him out. They withhold payments for acts of God. What about acts of the Devil?
FlightCom: September 2022
10 FlightCom: September 2022
Off-site Specialist tests
On site Specialist tests
Senior Class 1, 2, 3, 4
Regular Class 2, 3, 4
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FlightCom: September 2022
ASCEND AVIATION Post Covid, Ascend Aviation continues to be one of the leading and formidable aircraft sales company in Africa. With 25 years of personal experience in aircraft sales, Ascend CEO Maartin Steenkamp has developed a team of five specialists who are now the dominant force in African jet and turbine sales. Ascend’s sales specialists possess an exceptional understanding of their field and products and integrate this with the customers’ needs. Ascend finds that its global reputation is opening doors for international sales – entirely outside of Africa. The aircraft market was transformed by the Covid pandemic and certain makes and models of aircraft prices have increased as much as 30% post Covid. Maartin predicts the current boom to stabilise within the next 12 months. Recognising that acquiring an aircraft is an emotive as well as a practical decision, Ascend ensures that it has exclusive stock of various models of jets and turbines under their control for their discerning customers. For buyers, Ascend has assembled a team with the experience and abilities to streamline the entire sales process, from selection, budgeting and finance, through long-term performance and cost expectations, to ongoing advice and support, thereby making aircraft acquisition and ownership a rewarding experience. Ascend Aviation believes personal attention, relationship-building and integrity are key to service excellence The company provides a comprehensive range of services including:
12 FlightCom: September 2022
Aircraft Ferry including import and export
Contact Ascend Aviation on: Tel: +27 (0)11 064 5624 Email: firstname.lastname@example.org or visit - www.ascendaviation.co.za
JET & TURBINE SALES EXPERT Led by Maartin Steenkamp and his experienced team, the company has over 60 years of experience in providing the best advice and solutions to companies and individuals looking to operate corporate jets. From single engine turboprops to long range corporate jets and airliners, Ascend Aviation is able to provide the right solution for every need. For our list of available aircraft head over to our website www.ascendaviation.co.za.
SA Flyer 2022|09
Contact Maartin Steenkamp: C +27 (0)82 807 6701 Marlo Kruyswijk: C +27 (0)79 511 0080 Pierre Kieser: C +27 (0)82 577 7815 T +27 (0)11 064 5624 F +27 (0)86 673 9129 E email@example.com
FlightCom: September 2022
PILOTS LAURA MCDERMID
FLYING A NAVION
RANGEMASTER FROM LAGOS TO NAIROBI
Thanks to the healthy demand for Miraa khat in Somalia, where it was legal to chew the leaves but not to grow them, thousands of Kenyans depended on the trade of this plant for their livelihood, me being one of them.
Y JOB WAS TO FLY this herbal stimulant daily from Wilson Airport in Nairobi to the North-eastern border with Somalia, Mandera, where it was sold. Then the Somali government suspended the Miraa Trade. After dictator Mohamed Siad Barre was overthrown in January 1991, Somalia did not have a functional government, which resulted in the complete collapse of state institutions. Trouble was, in these tumultuous times, the suspension could last years. Added to this there was an aviation fuel shortage in Kenya, which had a negative effect on chartered flights, and pilots were in low demand.
“Iris, I have a job for you. Do you remember John Hall? He runs that 10,000-acre cattle ranch north of Nanyuki called Enasoit’?
The Navion got as far as Lagos
My mother’s words kept running through my mind ‘Idle hands make for the devil’s work, Iris.’ I could always do some work for my brother, Danny,
14 FlightCom: September 2022
who was a professional hunter in the Rift Valley, but having done that before, I was not overly keen to go back to organising safaris. As I was wrestling with this dilemma the phone rang, and as if conjured by my thoughts, it was Danny on the line.
Memories of John Hall came flooding back, I’d met him at Wilson Airport a few times. He had owned a few planes, the most recent one a Navion Rangemaster 5Y-AFM which had been nicknamed the ‘Golden Rocket’ due to its brilliant gold and orange paint-work. “Yes,” I replied. “Didn’t he replace that V-tail Bonanza he scribbled with the Golden Rocket?”
The 'scribbled' V35 Bonanza VP-KHU.
Due to the remoteness and size of the cattle ranches, many farmers in East Africa at the time owned planes. Not long after he bought the Navion Rangemaster, John had an unfortunate incident soon after takeoff when the engine cut out. They speculated that there was an airlock in the fuel system. This resulted in a forced landing on a neighbouring farm. Without engine power he was unable to lower the undercarriage which meant that the Navion skidded along its belly, the prop mowing everything in its path like some deranged metallic torpedo. The owner of the farm had witnessed the accident and came to help. The propellor was mortally damaged so it was decided to lift the aircraft off its belly by placing bales of hay under the wings, until such time that the propeller could be replaced.
During the night cattle got into that field, found the bales of hay supporting the plane, and proceeded to eat the hay. Like a scene from a Gary Larson cartoon, the hefty bovines appeared to have performed acrobatics on the wings, dimpling the metal until it resembled the skin of an orange. The Rangemaster was dismantled and taken to Wilson Airport on the back of two lorries, where nobody was prepared to take on the challenge of fixing it. As John Hall had the agency for Navion in East Africa, he was expected to sort the problem out himself. The plane was finally flown to Addis Ababa in two aircraft: a VC10 and a Dakota, where it took fourteen months to rebuild.
FlightCom: September 2022
PILOTS A few months later coming in to land at a neighbouring ranch, the front wheel shot back into the wheel well, resulting in a nose dive along the grass airstrip, crumpling the fuselage and twisting the propellor into a pretzel. That was the end of 5Y-AFM. “John decided to buy another Navion from the States, but there is a problem that he hopes you’ll be able to help with,” explained Danny. John had contacted the Navion Society in Texas, and purchased a second Navion Rangemaster, N2486T.
2000nm, a considerable range for a single-engine, light aircraft. The Navion got as far as Lagos in West Africa, where it was seized and impounded by the military for not having permission to fly into Nigeria. The pilot, being ignorant of African bureaucracy, was promptly arrested and jailed. Then John got word that the pilot had bribed his way out of jail using the ‘emergency’ funds and had returned to Ireland, abandoning the aircraft in Lagos. John and a representative from the United States embassy in Nairobi spent months trying to get the aircraft released, to no avail.
I’d often feel the hostile eyes
An Irish ferry pilot was hired to fly the plane to Kenya from the USA. Money was wired to his bank account to cover his fee as well as a bit extra for unexpected expenses. In due course, the aircraft was fitted out with equipment for the long flight, including an auxiliary fuel tank installed behind the pilot’s seat, together with wingtip tanks. This enabled the Navion Rangemaster to fly for
Finally, John decided to hire a pilot from Nairobi to collect the plane from Lagos and fly it back. It needed an experienced pilot with a full instrument rating, but even experienced pilots refused the flight; insisting that it was too dangerous to fly the six hours over the dense forests of West Africa in a single-engine plane. Enasoit Cattle Ranch - Nanyuki.
16 FlightCom: September 2022
Navion Rangemaster 5Y-AMF - aka the Golden Rocket before its crash.
As fate would have it, my brother Danny and John bumped into each other in Nanyuki and got chatting, as one does in remote towns. John told Danny that he had not managed to find anyone willing to travel to Nigeria to fly his aircraft back to Kenya. “Iris you are one of the few people in East Africa qualified and experienced enough to help,” Danny stated. “No one besides John is rated on the Navion, but he doesn’t have an instrument rating.” I possessed an FAA ATPL Single Engine and Multi Engine license, with an Instrument Rating, which meant that I was allowed to fly all November Registered aircraft that weighed up to 5670kg without having to do a type-rating on specific aircraft. I had recently returned from Florida where I did my annual renewal. “I’m happy to collect the aircraft on condition that I am allowed to take an engineer with me. She’s been standing for over a year and we have no idea what condition she is in. For all we know she has been left outside and is a rusted hulk,” I replied. The next day Danny called to say that John accepted my conditions and would cover all our expenses.
I asked my dear friend Ashraf Kahn, a pilot and an engineer to accompany me. He too was keen for an adventure and agreed without hesitation. Next I called Jonathan, a friend who supplied the aviation industry with HF and handheld radios. I filled him in on my upcoming trip and discussed my concerns with him. No one had seen the aircraft and we weren’t sure what kind of navigation equipment it had. He lent us a handheld King Radio, which could pick up VOR and communicate with the tower or whatever frequency was required. On top of that, he lent us one of the first mobile GPS units called a Trimpack, which was developed by Trimble for the military who nicknamed it SLGR “small, lightweight GPS receiver”. Being a pilot himself, Jonathan understood the predicament we were in and knew that these instruments could be the difference between success and failure. Ashraf and I eventually left for Lagos Airport on Ethiopian Airlines and sat in the back row sipping expensive champagne on John's Account. Having heard terrible things about Lagos, we were
FlightCom: September 2022
PILOTS Early GPS - the Trimble Trimpack.
both nervous, but sailed through customs without a hitch and found ourselves a reasonable hotel near the airport. As in so many African countries, the mighty greenback American Dollar was king, and thanks to John we were able to pay cash for everything we needed. The following day I packed some sandwiches, water and a few books to read, and we headed back to the airport. Being familiar with Africa Time, we went prepared. I shoved some $5 notes in various pockets for the inevitable ‘negotiations’. We had to find someone in authority who would be willing to help us locate the aircraft. First, we tried the Civil Aviation Authority. They said that it was a military matter and was out of their jurisdiction, but they offered to make some inquiries when a $5 bill accidentally ‘fell’ out of my pocket. We waited for two days and were referred to Colonel Dijon. Once we found Colonel Dijon’s office, we provided the aide with a high-level account of our story. The expression on his face was that of a slowwitted man fondling an unaccustomed thought. We were told to wait whilst he went to speak to the Colonel. Ashraf and I were old hands at this, and so we waited. Throughout the day people came and went and still we waited. I’d often feel the hostile eyes of the aide boring into my head. Whenever I looked at him, he pretended
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to smile, his mouth twisting into a toothy snarl.At 17h00 the sullen clerk told us to come back the next day. Arriving the next morning, we saw that we weren’t the only ones waiting. There were a bunch of people with cameras and notepads whom I presumed to be journalists. The aide gleefully ushered them into the Colonel’s office, his sunny demeanour the opposite of the surly creature from yesterday. You can imagine our surprise and confusion when ten minutes later, the door to the Colonel’s office opened, and we were asked to come in. Pinpricks of sweat were erupting all over Colonel Dijon’s big cannonball head as he addressed the press speaking English with a French accent. “Bonjour Madam and Monsieur, zees are ze pilots who landed without permission and zen left ze country illegally without advising ze authorities.” Ashraf and I looked at each other in disbelief. The moronic aide had given the Colonel his own interpretation of the events. You could hear a pin drop; the journalists were all staring at us expectantly.
“Ahem Sir, may I have a private word with you? You have unfortunately been incorrectly informed, and I have no wish to embarrass you in front of all these people.” I kept my tone as convivial as possible, holding his gaze until he broke contact. A white woman being hostile to an African man in power was foolish; however, I had to show that I was not submissive. I could tell that he was conflicted, but he seemed to acknowledge the sincerity in my voice and asked the journalists to leave his office. We sat down and I laid the folder containing all the documentation on his desk. I showed him the crumpled contract that had been drawn up between the Irish pilot and John Hall. I produced the receipt bearing the official red rubber stamp that proved John had paid to have the aircraft released, and painstakingly explained how Ashraf and I had come to be in Lagos. “Hehe, a fool and his money are soon parted, non”? The Colonel found the story about the Irishman running away with the money hilarious, his fat belly jiggling as he shook with laughter. We were asked to come back to his office in the morning, the Colonel assuring us that we’d be taken to the aircraft. Now it was the aide’s turn to look confused when we shook hands with the Colonel as we bade one another farewell.
Danny and Iris McCalllum.
towed by the military to their section of Lagos airport, safely in a hangar. Soon we had the doors and hatches open and the cowlings off. Ashraf was crawling over and under the plane whilst I was poking and prodding everything inside. We turned the prop, kicked the tyres, wiggled the nuts and bolts, and finally handed Manuel a list of the supplies and spares we needed. The military was now incredibly helpful and within a few hours, Manuel had returned with everything on our list and helped us recharge the battery which was completely flat. The following day Ashraf installed the battery and checked the electrics and engine.
Knowing how close we had come to potential disaster; Ashraf and I celebrated our good fortune with a few very stiff whiskies that evening.
We changed the oil, brake fluid, and hydraulics; pumped the tyres, and filled the fuel tanks, making sure that there were no leaks.
The following morning, we were introduced to our escort, Manuel, who was assigned to drive us around. We were also handed ‘free movement’ passes by the now obsequious aide, who could not look me in the eye.
We started the engine, making sure all the correct pressures came up. Then we taxied around the perimeter testing the brakes.
We located the little Rangemaster, which had been
The plane was ready for her flight across darkest Africa; but were we?
FlightCom: September 2022
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FlightCom: September 2022
BY JOHN BASSI
That big rock has different meanings to different people. To a Capetonian driver or pedestrian it’s an old familiar, unthreatening friend, always there, solid, and it makes Cape Town…Cape Town.
IKERS GET TO KNOW nooks and crannies and appreciate the grandeur, they get to understand the dangers that lurk in steep ravines and often photograph Tahrs sprinting along 1m wide ledges thousands of feet up on sheer cliffs before vanishing into little dark caves. Postcards from Blouberg show a grand iconic mountain island floating in the sea. The list of people who have slipped and fallen to their deaths is long and a reminder that to drop off a vet to recover an immobilized goat on a random cliff cannot be done without extreme caution.
We would go for young males, females and adults, fit them with GPS tracking collars, take samples and ear tag them for identification, and by so doing, all of this would over time provide enough data to understand how these agile goats utilise and move around the mountains. To add an extra little challenge, we also had to locate, dart, recover and load a couple of goats into the helicopter and relocate them to opposite ends of the mountains. This would provide useful information on how these animals move and find their way.
cons ider ing immigration to Siberia
For me and my team of two who were about to venture, hovering, into every ravine, gully, crevasse, at every level from the foot to the plateau in a helicopter, the mountain represented one big scary unforgiving place with no margins, and no escape route if things went south.
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The objective sounded simple enough, deploy 100 camera traps, establish an artificial feeding site with livestock feed inside a bin and dart a whole lot of Tahrs.
Sounds simple enough.
Searching for Tahrs along the front face of Table Mountain.
FlightCom: September 2022
After selecting my two team mates, Charlotte, both highly competent and fearless professionals, the veterinarian and Jane, project leader who knows the mountain intimately, we met up at Newlands where we sat and discussed the various scenarios we thought we may encounter. For example, at what height would we start our search and on which section of the mountain? If we flushed a mixed group which animal would we select? If they bomb-shelled and did their usual thing plummeting down the mountain, what would be our recovery plan?
A very happy Charlotte with her goat.
We then went carefully over how to deploy the vet onto a sheer cliff face and then recover said vet, pinnacle bussing and de-bussing procedures, safety procedures, how to communicate obstacles that would endanger the tail and main rotors, contingency plans if conditions made it impossible to uplift again. The more we discussed the practical reality of what we were going to attempt, the more I realised just how daunting this would be, and how small the margins were. But we had to give it a go; we were determined to succeed. Weather conditions were the go/no go determining factor and we studied numerous predictions aiming for wind speeds of no more than 1 to 3 m/second. Anything beyond this would be impossible to operate in, considering we would be flying at ground speeds of less than 15 knots, hovering, rearward flight and having to do vertical climbs, descents and hovering turns, often inside ravines with blade tips ten metres from the cliff face. To give an idea of just how perfect things had to be,
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we eventually flew approximately 20 sorties over a period of two years, so unpredictable is the Cape weather. We checked all our equipment and then re-checked, wanting to minimise our exposure time in hostile landing zones. A few rolls of toilet paper were added to our equipment, necessary to throw out the helicopter to mark a bush where an animal was immobilized. Taking a GPS position proved futile because it’s impossible to find an exact coordinate on a vertical surface. Eventually, having chewed on every scenario I thought possible, and having managed to scare myself to the point of considering immigration to Siberia, I decided that there is only so much
planning one can do and no matter how you plan, things in real life will always be different.
toady it was aquamarine blue with clearly visible hammerhead sharks foraging in the shallows.
It was time to commit, look ahead at the weather and all be on standby to go.
I wondered what to expect at Cape Town International, apprehensive that there may be complications entering the airspace and getting fuel. Instead I was greeted by an exceptionally friendly chatty ATC, a silent airspace, aprons lined with sleeping jets from SAA, SA Express, Mango and Safair. Every available open piece of ground as far as the eye could see was covered in thousands of rental cars, bumper to bumper. What a very strange feeling to be the only aircraft in the sky approaching Cape Town International. The staff on duty were all exceptionally friendly and it somehow felt like we were all bonded in some kind of unique club. Refuelling was efficient and within 20 minutes I lifted off for Newlands to meet my crew, with a
May, June and July 2020, in the middle of hard lockdown, we were the privileged three, set free to fly, explore and be outside in the most beautiful playground in South Africa.
nex t run in was the real thing
Muizenburg beach is always busy, the sea is usually so full of surfers that from above it looks like ants in sugar, little dots everywhere. Instead, the entire beach was covered in Kelp gulls basking peacefully in the sun. No humans anywhere. No cars, no traffic. The world below was devoid of humans…so beautiful. The water, usually has a brownish tinge to it from the sewerage pipes near Pelican park/Zeekoevlei, but
Yes, we darted a Tahr and I landed in that circle, dropped off and recovered Charlotte.
FlightCom: September 2022
Our covid paradise, Table Mountain.
26 FlightCom: September 2022
good luck and have a great day send off from the ATC, very different to the normal formality. Lifting from Newlands is always tense, because the helipad is in a hole surrounded by really tall trees, and on this lift there was an extra heavy silence, nerves were definitely on edge with the great shadow of mountain rising before us. I climbed in silence, focused in my own world completely in tune with the feel, sound and progress of the helicopter, the weather conditions and my escape route, until reaching the highest cliffs above Rhodes Memorial blockhouse.
my rate of decent to keep track of the animal but managed to not lose sight of him as he ducked into a small bush where after a few minutes he peacefully went to sleep. Now the real fun was about to begin, how to get to the animal? I pulled away from the mountain to gain perspective of my work area and to relax my hands on the controls for a moment. Then, I flew in as close as possible to where the goat lay, impossible to get vertically above it without a rotor strike on the cliff, but close enough to mark his position on the GPS and to throw a roll of toilet paper onto the bushes where he lay.
what would be our recover y plan?
I eased closer in towards the rock face and all our eyes were scanning. Searching for any movement, I traversed slowly, 15 to 20 knots and 20 metres from the cliffs from 2nd waterfall ravine along to knife edge and the eastern side of Devils. We both saw it at the same time, a group of four Tahrs broke cover and bounded effortlessly along a narrow ledge. “Charlotte, are you ready, harness secure, 10 o’clock, same level as the helicopter moving toward the cave.”
“I’m ready, see them, I’m loading a dart for the juvenile.” With total concentration I turned the helicopter with the starboard side towards the cliffs since it is from the back right seat that the vet is positioned. I hover taxied slowly towards the cave edging closer and closer until we were 15 metres away, then held steady. We searched with our eyes into the dark hole in the mountain, desperate to get a clear shot. I moved the helicopter gently forward, down a little, backwards and suddenly we saw a patch of brown fur between rocks. Charlotte fired and her dart hit target. The goat sprang into life and ran at full speed along narrow ledges, then attempted escape by leaping vertically downwards landing perfectly on all fours and bounding off again. I struggled to keep up
With the animal’s location marked, I flew up onto the top of the mountain to drop off Jane, wanting to be as light as possible for my looming pinnacle landing to offload Charlotte. Flying back down to the goat I then searched for a rock where I could balance part of the front right skid long enough for Charlotte to climb out. I needed to find a place where the blades would fit and a place that was safe enough for Charlotte to be able to move without risk of falling down the cliff. After a few attempts in different places, we found a rock more or less at the same contour as the goat and about 40 meters away. Approaching my target in a slow flat profile and performing a dummy run to make sure I could get in and out safely as well as to ensure that there was enough room to offload Charlotte, I satisfied myself that it was do-able. The next run in was the real thing we had been training for. But nothing could prepare me for the actual reality of holding the front end of the skid steady, balanced on a rock with a thousand foot drop off, a clearance of a few feet between the blades and the rocks, and the reality of watching Charlotte climb out and crouch beside me with a massive grin and a thumbs up.
FlightCom: September 2022
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28 FlightCom: September 2022
MISTRAL AVIATION SERVICES MISTRAL AVIATION SERVICES was founded in 2002 at OR Tambo Airport with the aim of addressing the high cost of operating aircraft thousands of miles from the original equipment manufacturers. (OEM).
Contact Details: Telephone: (27) 81-755-2534 E-Mail: Peter@mistral.co.za. Visit: www.mistral.co.za Address: Safair Campus, Northern Perimeter Road, OR Tambo International. Bonaero Park, Kempton Park, Gauteng, South Africa
SA Flyer 2022|09
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FlightCom: September 2022
ICAO STANDARDS IN THE
CATS AND CARS Those who monitor changes in aviation legislation will have seen that the recently published amendments to the Civil Aviation Act, 2009, include the deletion of section 163 (2) of the Act which deals with the incorporation of international aviation standards into the SA CATS by mere reference to the standard without inserting the actual text.
HIS LATEST CHANGE removes the requirement introduced into South African law in 1996 to allow for the incorporation into a technical standard of any international aviation standard by mere reference to the title, number and year of issue of such standard without stating the text of the standard based on guidance issued by ICAO.
Articles 12 and 37 of the Chicago Convention, 1944 (the Convention) require contracting states like South Africa to keep its regulations uniform to the greatest extent possible with those established under the Convention. So, ICAO members have an obligation to confirm their domestic laws to the international levelling standards adopted by ICAO, alternatively file a difference to the particular standard.
T h e US A f o u n d this situation unacceptable
The way in which the contents of the ICAO Annexes are executed into domestic law has long been a problematic issue for the ICAO Secretariat, the many contracting states, the South African Superior Courts and aviation regulatory authorities. It’s interesting to examine the developments regarding this issue both internationally and in South Africa.
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Furthermore, in 1948, the ICAO Council adopted a resolution encouraging states to adopt as far as practicable, the precise language of those ICAO Standards that were of a regulatory character. Initially, Annexes were also drafted to facilitate incorporation into national legislation without major textual changes; cases in point being Annex 1, Annex 6 and Annex 8.
However, by 1992, ICAO began to realize that many states were not keeping their domestic regulations uniform with the ICAO SARPS and instituted a three year review of the level of compliance. The review showed that it was impossible to determine the level of compliance as many states had not notified ICAO of their compliance with or differences to Standards in Annexes for some considerable time. Although ICAO attempted to improve compliance by producing numerous manuals instructing states how to comply, including a guidance document on the use of the text of Annexures in national legislation, the situation did not improve much.
The CAR's have had to expand to include ICAO wording.
The United States found this situation so unacceptable that it unilaterally initiated its International Aviation Safety Assessment (IASA) Program to audit the SARP compliance of those countries whose carriers operate into the United States. Contracting states need to achieve a Category A1 rating from the FAA to be deemed compliant. Against this background came the 1997 South African Supreme Court of Appeal case: Welkom Municipality versus Masureik and others. This case gives insight into how a Supreme Court Judge mistakenly found that the requirements of Annex 14 with respect to runway strips, shoulders and obstacles formed part of South African Aviation Law – when they did not.
The case, started in the Free State Supreme Court, where the owners of an aircraft were suing the Welkom Municipality, which operated the Welkom Aerodrome, for damage to their aircraft sustained during takeoff. An engine failure had caused the aircraft to veer off the runway and career at high speed for 350 metres along the area adjacent to the runway before the nose wheel struck the edge of a substantial depression. This depression was an unused taxiway. The impact took place some 27.33 metres from the edge of the runway, which was itself 18 metres wide. The collapse of the nose wheel caused the nose to impact the ground and yet further damage to the aircraft.
Sout h Af r ic a maint ains a Ca t e g o r y A 1 Saf et y Rating
From the same case, the inference can be drawn that the South African Aerodrome Regulations and guidance material of the time were unclear and lacked content to assist in resolving this dispute.
FlightCom: September 2022
The hierarchy of Aviation Regulations with ICAO at the top.
The issue to be decided by the Free State Supreme Court was whether the Welkom Municipality had been negligent in allowing the obstacle to exist on the edge of the runway shoulder. The judge in the Supreme Court did his own research on Annex 14 and the references therein to runway strips and shoulders. The judge found that in terms of Annex 14, the recommended length of runway strips were at least 75 metres from the centreline and the extended width of runway shoulders together
32 FlightCom: September 2022
with the runway width should not be less than 60 metres. He made the mistake of regarding these recommendations as part of South African domestic law and on this basis found that the Welkom Municipality had been negligent by allowing the depression to exist on the runway strip and that this was the direct cause of the damage to the aircraft. He was unaware that in terms of both the Aviation
Act and the Convention, there was no obligation on South Africa to implement the recommendations. Nor was he aware of the procedure contained in section 22 A of the Aviation Act, 1962 stipulating that unless an ICAO standard or recommended practice was incorporated in the regulations by Ministerial Notice in the Government Gazette, it would not become part of South African domestic law. There was no evidence before the Supreme Court that this had been done. Although no formal evidence was led on the content of the Aerodrome Regulations and an airport related Directorate of Civil Aviation policy / guidance document dated 1977 referred to as “exhibit J”, the Supreme Court of Appeal questioned the legal status and applicability of exhibit J. The Supreme Court of Appeal sarcastically described this regulatory document as an “amalgam of suggestions, recommendations and admonitions”.
standard or amendment thereof without stating the text of such standard by mere reference to the title, number and year of issue of such standard or amendment. This incorporation process aligned with the guidance provided by ICAO. When the Aviation Act was repealed and replaced with the Civil Aviation Act, 2009, the requirements authorizing technical standards and the incorporation of international aviation standards were carried over into section 163 (1) and (2) of the new Act. Although the use of technical standards provides a useful mechanism for the incorporation of international standards into South African regulations, the use of the process to incorporate the whole or part of ICAO Annexes into domestic law by mere reference has not worked well, especially in the case of Annex 14 and Annex 17. The main reason for this is that many of the standards in these annexes apply to contracting states and not domestic aerodromes and operators.
the Supreme Co u r t j u d g e did his own research
On appeal, the Supreme Court of Appeal, correctly set aside the Supreme Court finding against the Welkom Municipality. Around the same time as the Welkom Municipality case, South Africa replaced the old Air Navigation Regulations (ANR’s) and Aerodrome Regulations with the new Civil Aviation Regulations, 1997. These regulations were based on different operating “Parts” and separated regulations, the “CAR” from technical standards, the “SA-CATS”. To provide legal status for the new concept of technical standards, the Aviation Act was amended to allow for the issue, amending or withdraw of technical standards. A new Section 22 A (3) was inserted to allow the Commissioner to incorporate into a technical standard any international aviation
As the incorporation of international standards into the technical standards by mere reference hasn’t been successful, Government has now decided to remove section 163 (2) from the Civil Aviation Act. In future, the actual wording of applicable ICAO SARPs will be carried over into the SA-CATS. Despite the problems that existed during the 1990’s, South Africa is currently in a much-improved situation and maintains a Category A1 Safety Rating in terms of the FAA’s IASA programme and is internationally accepted as being compliant with its obligations in terms of Articles 12 and 37 of the Chicago Convention.
FlightCom: September 2022
FACE TO FACE
FLY S A FA I R ’ S CEO: ELMA R C ONR A DI E – piloting FlySafair’s recovery and expansion
OUTH AFRICAN LOW-COST AIRLINE FlySafair is on a rapid expansion flight path. Guy Leitch (GL) chats to CEO Elmar Conradie (EC)
GL: How is your post-Covid recovery going? EC: The recovery is going well. We’ve been in a fortunate position to really take advantage of growth opportunities as the market recovered. We’re operating about 50% more flights per day than we did going into COVID.
and particularly corporate travel policies, shifts in inbound international travel volumes, and the increasing cost of fuel. When we lay this over expected seasonality trends it becomes pretty tough to really isolate any specific trend for certain. That said, the net result is that the South African domestic market is far smaller than it was preCOVID in terms of supply. At this stage we estimate that about half of what was available then is up for sale now. What has been interesting is that with the higher load factors and increased frequencies we believe that the current passenger numbers are only 10% lower than before Comair exited the market. The question though is whether there is more demand now than before due to the changing dynamics mentioned before.
the mark et is actually quite adequately ser ved
GL: With the loss of capacity from Comair and Mango having closed down, there is a large excess of demand over supply – how long do you think this will last?
EC: There is an interesting dynamic at play in the market at the moment because there are so many factors including competitor dynamics, changing interest rates affecting people’s disposable income, changing confidence around COVID
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We are seeing very high load factors at the moment, during periods when they would have been good, but not very good. This is indicative of the market dynamics being out of sync in as much as that supply seems more easily overwhelmed by demand, but only when there is demand. What I mean by that
FlySafair's Elmar Conradie. Image Guy Leitch.
is that there are times when the demand is obviously softer where loads and yields would indicate that the market is actually quite adequately served. In the bigger scheme of things, and with an optimistic view on economic recovery, we believe that there is certainly opportunity in the market and hence our expansion plans.
there is cer tainly oppor tunit y in the mark et GL: Are you finding it easy to get crews from Mango and Comair for these fleet additions? EC: There were a number of great people who were displaced when those companies closed down. We have hired a good deal of those to help crew our expansions.
one in October and one in November. So that will take us up to a full fleet of 25 aircraft – twenty 738 NGs and the five classics.
GL: How big is your fleet now, and what is still to be delivered?
GL: Are you now able to get 738s at much cheaper leases than before Covid?
As of early August, we have 22 aircraft in the FlySafair Fleet. Five of these are B734 classics and the other 16 are all B738 NGs. Our third aircraft has now arrived in Johannesburg from Europe. We’ll then be adding an additional two aircraft after that,
EC: There were a few good deals to be had, but the market has started to recover and many lessors held back with a view to that ultimate recovery. The -800 market is so well traded that lease rates have returned to normal levels pretty fast.
FlightCom: September 2022
GL: As you expand internationally, are you considering widebodies? EC: Not at this stage. Simplicity and standardisation are key elements to our business model and we still see a lot of potential for the 737s at this stage.
offer a capacit y and a sustainable pr ice point GL: You are expanding beyond South Africa – having already started Mauritius flights, and have applied for many other regional destinations. Are you hopeful that you will get these route rights, and when would you start operating them? EC: Mauritius has been a wonderful extension to our existing route network and we certainly see an opportunity for further regional expansion. At this stage we are bound by the timelines that have been set down by the Air Services Licensing Council as we await their rulings on our applications and we are hopeful for success on at least some of those that we’ve applied for. We genuinely believe that we will be able to put on a service that will offer a capacity and a sustainable price point that will help some of these connections grow, ultimately benefitting South Africa with increased connectivity. As soon as we get confirmation [from the Air Services Licencing Council], we’ll initiate the projects to set everything up and isolate the metal to deploy on the new routes. We envisage services to start early 2023 if we get approval on our first routes in the next month or two.
36 FlightCom: September 2022
GL: How much is the high fuel price impacting you? EC: The fuel price is having a huge impact. Fuel is now 50% of our operating costs and this is greatly increasing the operating cost per available seat. Naturally this means that the minimum sustainable price point in the bigger pricing matrix will need to lift in order to maintain a sustainable operation.
GL: Can passengers expect the current high seat prices to continue through 2023? EC: The traditional summer holiday period at the end of this year might see the market supply being squeezed a bit which could result in some higher prices, but there’s a good deal of capacity being brought into the local market by ourselves and other players. Already much of the constraint that was experienced on the first weekend of Comair’s market retraction has been alleviated by new capacity from existing carriers and we believe a lot of this will be eased by the end of the year. In fact, we believe that the existing carriers would have filled the gap left by Comair before the end of the year and that they will continue to add capacity into 2023 which will certainly result in lower fares. But higher fuel costs and a weaker Rand/USD exchange rate could hamper that.
GL: Are the Competition Commission’s concerns regarding ‘price gouging’ of concern? EC: Our engagements with the commission have been very friendly and we believe that we’ve been conservative in our pricing so we have no concerns.
GL: Given what must now be much higher yields – how do your RPKs compare to 2019? Yields have indeed been higher, partly because demand is outweighing supply and partly because they need to be, given the crazy price of fuel. However, at the end of the day, as a percentage, margins are much where they were before. Of course, absolute numbers change thanks to these shifting dynamics.
ex isting carriers would have f illed the gap le ft by Co m a i r b e f o r e the end of the year GL: Talking about yields – you launched a business class offering. How is that working out and what do the passengers get, as they still have the same narrow seats – with the same seat pitch? EC: We launched our Business Class solution in mid-2020, just after lockdown, and it’s been very well received. The model is based on the very common inter-European business class solution where airlines use the same seats but block or neutralise the centre seat in a row of three to offer customers a bit more space and, importantly, a bit more privacy. Our solution includes the blocked seat, 2 pieces of checked luggage at 23kgs each, a third piece of checked luggage for sports equipment at 32kg, priority boarding, priority baggage handling, full refundability to a voucher, unlimited penalty-free
changes, and an R85 allowance for snacks and beverages off the trolley.
GL: Can passengers expect the current high seat prices to continue through 2023? EC: The traditional summer holiday period at the end of the year might see the market supply being squeezed a bit which could result in some higher prices, but there’s a good deal of capacity being brought into the local market by ourselves and other players. Already much of the constraint that was experienced on the first weekend of Comair’s market retraction has been alleviated by new capacity from existing carriers and we believe a lot of this will be eased by the end of the year. In fact, we believe that the existing carriers would have filled the gap left by Comair before the end of the year and that they will continue to add capacity into 2023, which will certainly result in lower fares. But higher fuel costs and a weaker Rand/USD exchange rate could hamper that.
GL: What will be your next big innovation? EC: We’re working on loads of things all the time. Specifically, we like to focus on things that improve a customer’s experience in flying with the airline, so we spend a lot of time looking at things like empowering customers with the ability to make modifications to their own travel plans with ease and lowered expense, or simply to make the process of moving through the terminal easier. We’re doing some pretty cool things on WhatsApp at the moment, where we’ve been working with technology partners to help customers to access and manage their flight reservations through simple chats.
FlightCom: September 2022
JETCRAFT JETCRAFT IS RISING to the opportunity of private aviation in Africa As the global leader in business aircraft sales and acquisitions, this year celebrating our 60th anniversary, we are poised and ready to guide businesses across Africa to new heights. Covid-19 has impacted airlines across the globe, but the situation is exacerbated in Africa due to the continent’s vast surface area often making it impractical to seek other modes of transport. And now, more than ever before, business owners need to travel without constraints – they need control over their environment, being able to travel entirely to their own needs and specifications. As such, there’s a growing interest in private aviation across Africa and we are meeting this demand, sourcing aircraft for clients in growing markets alongside more established aviation hubs. Danie Joubert, Vice President Sales Africa, Jetcraft, explains: “Private aviation is a genuinely exciting part of fulfilling business opportunities across Africa. Post Covid-19, we’ve brokered transactions across the continent, not just in the economic powerhouse countries such as South Africa and Nigeria. “What’s common to all of these transactions is that private aviation has been identified as a smart way to create new business opportunities, while offering significantly greater convenience and proving surprisingly cost-effective when measured against frequent first-class air travel.”
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“We see a bright future for the African business aviation sector and, with investment into new industries and markets, combined with growing demand across the continent, there is cause for optimism. We’re prepared to seize the opportunity and demonstrate our ethos and our commitment to being the fastest and the best when it comes to managing complex aircraft transactions on behalf of our clients,” concludes Joubert.
Worldwide aircraft sales at the speed of life
Our industry-leading market intelligence is designed to find exactly the right buyer for your aircraft and exactly the right jet for you when it’s time to upgrade. Ready to discuss? Find us at stand 3CW7 located in Hangar 3 during the Africa Aerospace and Defence Exhibition. We can assure you, no one does it as well, and no one does it as fast. firstname.lastname@example.org
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More makes, more models, more choice. Use the QR Code or visit jetcraft.com/inventory to view our extensive list of available aircraft.
FlightCom: September 2022
AVES HOLDINGS – MAINTENANCE FOR AFRICA
The Aves Holdings group of companies is rapidly growing into a diversified supplier of key aviation requirements for Sub Saharan Africa.
VES HOLDINGS is expanding from its original focus primarily on maintenance to offer a broader range of services to the aviation industry in Africa – in particular the pressing need for specialist skills. Aves Holdings was founded by its current CEO, Valentine Duma, who launched out on his own after many years of operating as Nhlanhleni Aviation on contract to third party Aircraft Maintenance Organisation (AMOs). In 2015 Valentine Duma founded Aves Holdings as an umbrella company for Aves Technics and then more recently, the Aves Training Academy.
The young company’s breakthrough happened when Sahel Aviation Services (SAS), a large VIP and humanitarian charter company based in Bamako, Mali, became their first official client with a line management contact for their fleet. SAS operates a fleet of four Embraer 145s. On signing this contract, Aves Technics set up a branch in Mali and sent a team of South African Approved Maintenance Engineers to Bamako.
pressing need for specialist sk ills.
Aves Technics Aves Technics was established in 2018 and received its Aircraft Maintenance Organisation licence (AMO 1541) from the SACAA shortly before the outbreak of the Covid-19 pandemic. This meant that it launched without any immediate business due to the lockdown restrictions.
40 FlightCom: September 2022
Aves Technics have heavy and line maintenance capabilities on Boeing 737 Classic and NGs, the Airbus A320 Family, Embraer 135/145/170/190, King Air 200 and 300 Series, Beechcraft 1900 Series, Cessna 172 and 208, DC9 and MD80 Series and Lockheed C130 Series of Aircraft. Recent further approvals include the Cessna 172/208/ Citation 550/551 and the Falcon 50 and 900 series.
Aves Technics is continually developing specialist capabilities. It has joined forces with Fokker Techniek in the Netherlands and Aloft Aero Architects in the USA, both of whom specialise in VIP aircraft interiors. Aves Technics specialises in restoring those airliners
Valentine Duma launched Aves Technics as the Covid pandemic broke.
back to flying condition which have been grounded through either the failure of their airline or for the Covid pandemic. Of note in this regard are two Boeing 737 Classics for Equatorial Congo Airlines (ECAir) which have been returned to full flying status, despite having been inactive for five years. Aves Technics is also busy returning the airline’s Boeing 737-700 to full operational status. Through these agreements, Aves have managed to secure aircraft interior work that would normally be undertaken abroad. As a result, the South African Air Force contracted Aves Technics to undertake the interior refurbishment of the South African presidential Boeing Businesses Jet Inkwazi.
Aves Training Academy Aves have joined forces with Aviation Training for Africa (ATFA) to create Aves Training Academy.
George Belsten, the owner of ATFA, and Valentine Duma realised that they shared a vision of young people who join the aviation industry needing to have more long term job security than they presently have. The Aves Training Academy is hoping to receive its Approved Training Organisation (ATO) approval from the SACAA by the end of September and to start providing training courses from January 2023. They will be offering courses in a diverse crosssection of aviation disciplines, all presented by highly qualified instructors. Both Valentine Duma and George Belsten believe that Aves Training Academy will in time become a feeder for all Aves Technic’s staffing needs. A young person that embarks on the long term career path of aviation training and an apprenticeship often finds it difficult to secure permanent employment once qualified. However contact work is generally readily available and Aves is happy to assist with finding these young graduate apprentices their first proper jobs.
FlightCom: September 2022
Aves Technics looks after Sahel Aviation Services fleet of Embraer 145s.
This will be beneficial for both the company and the trainee as, on completion of their qualification, they will be employed by a company that has diverse capabilities and licences. This in time will entice young people into the aviation industry which will strengthen the South African Aviation sector.
The long term goal of Aves Holdings is to promote the growth of aviation support services in South Africa, ensuring local engineers opportunities that will offer them sustainability in their careers, as well as luring a diverse range of aviation services back to South Africa.
Aves Technics is restoring ECAir's Boeing 737s back to flying condition.
42 FlightCom: September 2022
ALENTINE DUMA was born with a passion aviation. Unable to afford flying lessons, he enrolled in an apprentice aircraft fitter programme at Denel Aviation. After completing the theory part of his training, he was accepted by Safair as an apprentice working on their fleet of Hercules C-130s. It was there his on-the-job learning began. Within three years he had completed his trade test and moved from hangar to line maintenance, which opened up a whole new world. Soon he was chasing down and solving snags, dealing with customers and travelling as a flying engineer with the aircraft across Africa.
Saudi Military C-130 fleet, which he knew well from his Safair days. In 2013 he accepted a position as Technical Project Manager at the cargo aircraft charter company, FlyAirstream Aviation, based in Nigeria. While there he was offered the role of Project and Compliance Manager at Nevergreen, doing “End of Life” inspections on aircraft that have reached their life limit or being parted out for spares. Valentine performed these operations worldwide – from Japan, for Asiana Airline on their ageing fleet of A320s, to Nigeria on Air Nigeria Embraers.
Valentine was finally able to find the time and the money to work on getting his PPL. However, he stopped flying training when he realised that his heart was in fact not in piloting, but in maintaining, repairing and managing aircraft.
In 2006 Valentine received his aircraft maintenance engineer licence (AME). The first aircraft type on his licence was the Boeing 737-400 and this remains one of his favourite aircraft.
Valentine has acquired a wealth of knowledge and experience on all aspects of aviation and now feels confident to take on the very responsible task of being both the CEO and Accountable Manager of his own aircraft maintenance organisation - Aves Holdings. Aves is launching an ATO for newly qualified engineers.
He found himself working at SAA Technical, specifically looking after Boeing 737-300s. Again, Valentine excelled and was noticed by the Swiss company, Jet Aviation. They offered him a position doing VIP conversions on the B737 and B747s as well as the Airbus A320 and A330 families. While he was at Jet Aviation he was offered a crew chief position in Saudi Arabia, taking care of the
FlightCom: September 2022
AND POWERPLANT – The Survival of the Best
Despite tough times, Aero Engineering and Powerplant has grown to become one of the foremost aircraft engine and propellor overhaul facilities in Southern Africa. THE POST-COVID RECOVERY The aviation industry, and general aviation (GA) in particular, has been under a huge amount of pressure over the past three years. The Covid-19 pandemic created an environment where only the strongest businesses can
survive. Consequently, many of the weaker businesses have failed or are struggling. One of the consequences of this pressure has been a loss of institutional capacity in the GA industry. Many of the largest approved maintenance organisations (AMOs) have lost
AEP are leading engine rebuilders with a vast capacity of experience and institutional skills.
44 FlightCom: September 2022
Many of Africa's general aviation aircraft are more than 50 years old so maintenance is key to keeping these aircraft flying.
key skills and experience. Further, there is minimal apprenticeship training being provided by the former key developers of engineers, such as SAA Technical and the South African Air Force. Bridging the gap, the privately owned maintenance businesses have shown remarkable resilience in skills retention. They thus form the cornerstone for the ongoing maintenance and support for Africa’s ageing general aviation fleet.
The company is 25 years old, having been founded in 1997 at Wonderboom National Airport, north of Pretoria. In 2006 two of the company’s approved aircraft engineers (AMEs), Andre Labuschagne and the late Derek van der Westhuizen, took over the leadership and management of the company. Andre continues to lead his dedicated team. AEP has five divisions: Engine Shop, Component Shop, Propeller Shop, NonDestructive Testing and Parts Division. The key capabilities are:
AEP CORE COMPETENCIES
Through a careful policy of staff retention, training and development and sound business practices, including an understanding of the importance of marketing, Aero Engineering and Powerplant (AEP) has grown into a leading light amongst private sector providers of key engineering services.
Overhaul of Lycoming & Continental engines,
Bench-testing of engines,
Re-boring and honing of cylinders,
Repair of starter clutch gears.
FlightCom: September 2022
COMPONENT DIVISION: The overhaul of all engine components, including: •
TCM & Bendix Fuel systems,
Marvel Schebler carburettors,
Garrett & HET turbo-controllers,
Overhaul & servicing of magnetos.
pr ov ide r s of k ey e ngine e r ing s e r v ices
The propellor shop is licenced for all popular makes of propellor.
PROPELLER DIVISION: •
The supply of new & second hand Hartzell and McCauley variable pitch propellers, as fitted to piston & turbine engine aircraft,
Overhaul of McCauley, Hartzell, PCU 5000 and Woodward Constant speed units (CSU),
The supply of new McCauley and Sensenich fixed pitch propellers,
Propeller dynamic balancing.
Non-destructive testing of components such as crankshafts is a key capability.
NON-DESTRUCTIVE TESTING AEP’s non-destructive testing (NDT) capabilities are particularly noteworthy. CEO Andre Labuschagne points out that many general aviation aircraft are more than 50 years old. The company has therefore made the substantial investment in capital and skills necessary to provide all six types of NDT. These are:
46 FlightCom: September 2022
Precision assembly of engines is a core value for AEP.
Freshly overhauled cylinders ready for installation.
Fluorescent Dye penetration,
Magnetic particle inspection
The company has made a matching investment in skills development and has NDT technicians qualified in all 3 levels. In keeping with AEPs reputation for setting standards, Level 3 is the highest level, being the standards and quality supervisors for the entire process.
The company has over time built up its own substantial stock of those components which are in high demand. This minimises delays in part sourcing and thus reduces aircraft on ground (AOG) time – which is so critical to their client’s success. AEP’s client base includes local and over-border operators and owners of piston and turbine engine aircraft, as well as local and over-border maintenance organisations.
AEPs AFRICAN REACH PARTS DIVISION: The parts division specialises in the sourcing of all piston engine components and propeller parts, either from local distributors or from overseas distributors and original equipment manufacturers (OEMs).
AEP has over the years built up a large client base which includes many clients in places as diverse as Botswana, Zambia, Zimbabwe, Namibia and as far as the DRC. These clients either ferry their aircraft or ship engines and propellers to AEP for the required maintenance work.
FlightCom: September 2022
AEPs AFRICAN CAPABILITY
AEPs logo of a mircometer is symbolic of the precision work they do on engines and propellors.
With their vast product range and specialised knowledge of both Lycoming and Continental piston engines of all power and thrust categories, AEP are the perfect partners for maintenance, service and repairs for engine and all associated components across Africa. In addition, AEP have earned a reputation for expert non-destructive testing inspections as well as cadmium plating and will ship parts across the continent as required.
ins ur e r s t r us t t he pr of es s ional wor k mans hip The AEP Engine Shop caters for complete engine overhauls of both Lycoming and Continental engines to the highest standards. Fully equipped with an advanced engine test bench, they carry out shock-load testing and if necessary, re-boring and honing of cylinders. They have a special capability in repairing damaged starter clutch assemblies. The Component Shop specialises in the overhaul of propellor constant speed units, including McCauley, Hartzell, PCU 5000 and Woodward. The component shop also overhauls and repairs fuel systems, carburettors and turbo-controllers as well as complete overhauls of magnetos. The Propeller shop also supplies and overhauls Hartzell, McCauley and any fixed pitch propellers. In addition, they are experts in dynamic propeller balancing. The Non-destructive Testing (NDT) Shop offers many forms of testing including: eddy current, ultrasonic, magnetic particle, fluorescent
48 FlightCom: September 2022
penetrant and borescope/visual methods for complete peace of mind. Many insurers trust the professional workmanship and competitive pricing delivered by the relatively small AEP team of twenty-one dedicated personnel. Aero Engineering and Powerplant is situated in Hangar 4 at Wonderboom Airport, just off the main apron, making access to this world class facility easy for both air side and land side visitors. Aero Engineering and Powerplant strives to be a pace-setter in the aviation industry and to always render quality and cost-effective services to their clients. With AEP the client is always first. Contact AEP on 012 543 0948/51 or Mobile Number: 082 334 6153
AMERICAN - THIRD AIRLINE TO ORDER BOOM JETS American Airlines in August announced that it had agreed to buy up to 20 jets from Boom Supersonic, with an option to purchase 40 more. BOOM’S OVERTURE JETS promise speeds of up to Mach 1.7 over water – twice the speed of today’s fastest commercial aircraft, are expected to roll off the production line from 2025 and carry the first passengers in 2029. (see Guy Leitch’s column in this month’s SA Flyer) American is the third airline to place an order for the Bom, after United Airlines which ordered 15 last year, and Virgin Atlantic, which reached a deal in 2016. Boom says the new aircraft is designed for a range of 4,250 nautical miles, and could fly about 600 routes around the world. It estimates that flying from London to New York would take 3.5 hours compared with 6.5 hours by current means. London to Miami would take just under five hours, versus the almost nine hours today.
Neither Boom nor the airlines have released expected prices, but Scholl previously said tickets would be “affordable”. He said: “I started this because I was sad that I never got to fly on Concorde. I waited but no one was doing it, so I decided to. Ultimately I want people to be able to get anywhere in the world in five hours for $100. To get there you have to improve fuel efficiency, but step by step supersonic air travel will become available for everyone. This is supersonic passenger air travel, no bullshit, and it’s actually affordable.” Derek Kerr, American’s Chief Financial Officer, said: “Looking to the future, supersonic travel will be an important part of our ability to deliver for our customers. We are excited about how Boom will shape the future of travel both for our company and our customers.” Boom's supersonic jet is steadily building orders.
The Overture will carry fewer passengers than subsonic passenger jets, with 65 to 88 seats – less capacity than Concorde had – which will initially be priced at business class rates. Blake Scholl, the founder and chief executive of Boom, said: “We believe Overture can help American deepen its competitive advantage on network, loyalty and overall airline preference through the paradigm-changing benefits of cutting travel times in half.”
FlightCom: September 2022
ETHIOPIAN AIRLINES PILOTS FALL ASLEEP The two Ethiopian Airlines pilots were operating a Boeing 737-800 from Khartoum to Addis Ababa, when they reportedly fell asleep at 37,000 feet. THEY DID NOT RESPOND to “an increasingly frantic air traffic control”, according to a report by The Aviation Herald. After nearly 30 minutes, the autopilot disconnect alarm woke the crew up, who then manoeuvred the aircraft for a safe landing on runway.
The flight to Addis Ababa from Khartoum takes about two hours. Ethiopian would not confirm that the pilots fell asleep, but in a statement, the company said the crew members involved had been suspended pending an investigation. “Appropriate corrective action will be taken based on the outcome of the investigation,” the airline said.
SKYSOURCE INTERNATIONAL SKYSOURCE INTERNATIONAL South Africa, a Aircraft Maintenance Organisation, situated at Lanseria International Airport, strives to provide its clients with only the best quality service, ensuring a relationship with trust, confidence, integrity and peace of mind in a job well done. Specialising in turbo prop aircraft we deliver aircraft refurbishments with an excellent lead time and quality maintenance including, but not limited to phase 1-6 inspections, annual inspections, airframe and sheet metal repairs.
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With highly skilled and experienced technicians, we strive to only deliver the best quality service beyond our client’s expectations. As we have the knowledge of the time constraints involved in aviation, we work hard to ensure we keep to a reasonable timeframe to have your aircraft ready and serviceable when you need it. Contact: Telephone: +27 10900 4300 E-Mail: email@example.com http://skysourceinternational.com
Skysource International SA, Hangar 203, Lanseria International Airport
AIRCRAFT MAINTAINENANCE AND REFURBISHMENT QUALITY IS OUR PASSION
FAA USA Worldwide Aviation Resources Aircraft Sales, Purchasing, Maintenance and Consulting.
WE SPECIALIZE IN: Beechcraft 90 Series Beechcraft 200 Series Beechcraft 350 Series Beechcraft 1900D Series Cessna Caravan C208 Series Aircraft
SOUTH AFRICA Aircraft Maintenance based at Lanseria International Airport South Africa. With Full Aircraft Maintenance and Refurbishment, Paint, Upholstery, Defect rectification, Pre-purchase Inspection Capabilities. Decades of experience! Sheet Metal + Avionics Maintenance + Installation
firstname.lastname@example.org SA Flyer 2022|09
+27 10 900 4300 • +27 72 036 3433
CALL US NOW FOR ALL OF YOUR AVIATION NEEDS! FlightCom: September 2022
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African Commercial Aviation FlightCom: September 2022
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www.avesholding.com 2022 2021 FlightCom: September 2022
BACKPAGE DIR DIRECT ECTORY ORY A1A Flight Examiner (Loutzavia) Jannie Loutzis 012 567 6775 / 082 416 4069 email@example.com www.loutzavia.co.za
Algoa Flying Club Sharon Mugridge 041 581 3274 firstname.lastname@example.org www.algoafc.co.za
Adventure Air Lande Milne 012 543 3196 / Cell: 066 4727 848 email@example.com www.ventureglobal.biz
Alpha One Aviation Opelo 082 301 9977 firstname.lastname@example.org www.alphaoneaviation.co.za
AES (Cape Town) Erwin Erasmus 082 494 3722 email@example.com www.aeroelectrical.co.za AES (Johannesburg) Danie van Wyk 011 701 3200 firstname.lastname@example.org www.aeroelectrical.co.za Aerocore Jacques Podde 082 565 2330 email@example.com www.aerocore.co.za Aero Engineering & PowerPlant Andre Labuschagne 012 543 0948 firstname.lastname@example.org Aero Services (Pty) Ltd Chris Scott 011 395 3587 email@example.com www.aeroservices.co.za Aeronav Academy Donald O’Connor 011 701 3862 firstname.lastname@example.org www.aeronav.co.za Aeronautical Aviation Clinton Carroll 011 659 1033 / 083 459 6279 email@example.com www.aeronautical.co.za Aerotric (Pty) Ltd Richard Small 083 488 4535 firstname.lastname@example.org Aircraft Assembly and Upholstery Centre Tony/Siggi Bailes 082 552 6467 email@example.com www.rvaircraft.co.za Aircraft Finance Corporation & Leasing Jaco Pietersen +27 82 672 2262 firstname.lastname@example.org Jason Seymour +27 82 326 0147 email@example.com www.airfincorp.co.za Aircraft General Spares Eric or Hayley 084 587 6414 or 067 154 2147 firstname.lastname@example.org or email@example.com www.acgs.co.za Aircraft Maintenance @ Work Opelo / Frik 012 567 3443 firstname.lastname@example.org_ email@example.com Aircraft Maintenance International Pine Pienaar 083 305 0605 firstname.lastname@example.org Aircraft Maintenance International Wonderboom Thomas Nel 082 444 7996 email@example.com Air Line Pilots’ Association Sonia Ferreira 011 394 5310 firstname.lastname@example.org www.alpa.co.za Airshift Aircraft Sales Eugene du Plessis 082 800 3094 email@example.com www.airshift.co.za Airvan Africa Patrick Hanly 082 565 8864 firstname.lastname@example.org www.airvan.co.za
Chem-Line Aviation & Celeste Products Steve Harris 011 452 2456 email@example.com www.chemline.co.za
Comporob Composite Repair & Manufacture Felix Robertson 072 940 4447 083 265 3602 firstname.lastname@example.org Alpi Aviation SA www.comporob.co.za Dale De Klerk Corporate-Aviators/Affordable Jet Sales 082 556 3592 Mike Helm email@example.com 082 442 6239 www.alpiaviation.co.za firstname.lastname@example.org www.corporate-aviators.com Apco (Ptyd) Ltd Tony/Henk C. W. Price & Co + 27 12 543 0775 Kelvin L. Price email@example.com 011 805 4720 www.apcosa.co.za firstname.lastname@example.org www.cwprice.co.za Aref Avionics Hannes Roodt Dart Aeronautical 082 462 2724 Jaco Kelly email@example.com 011 827 8204 firstname.lastname@example.org Atlas Aviation Lubricants Steve Cloete Dart Aircraft Electrical 011 917 4220 Mathew Joubert Fax: 011 917 2100 011 827 0371 email@example.com Dartaircraftelectrical@gmail.com www.atlasaviation.co.za www.dartaero.co.za ATNS DJA Aviation Insurance Percy Morokane 011 463 5550 011 607 1234 0800Flying firstname.lastname@example.org email@example.com www.atns.com www.dja-aviation.co.za Aviation Direct Dynamic Propellers Andrea Antel Andries Visser 011 465 2669 011 824 5057 firstname.lastname@example.org 082 445 4496 www.aviationdirect.co.za email@example.com www.dynamicpropellers.co.za BAC Aviation AMO 115 Micky Joss Eagle Aviation Helicopter Division 035 797 3610 Tamryn van Staden firstname.lastname@example.org 082 657 6414 email@example.com Blackhawk Africa www.eaglehelicopter.co.za Cisca de Lange 083 514 8532 Eagle Flight Academy firstname.lastname@example.org Mr D. J. Lubbe www.blackhawk.aero 082 557 6429 email@example.com Blue Chip Flight School www.eagleflight.co.za Henk Kraaij 012 543 3050 Elite Aviation Academy firstname.lastname@example.org Jacques Podde www.bluechipflightschool.co.za 082 565 2330 email@example.com Border Aviation Club & Flight School www.eliteaa.co.za Liz Gous 043 736 6181 Enstrom/MD Helicopters firstname.lastname@example.org Andrew Widdall www.borderaviation.co.za 011 397 6260 email@example.com Breytech Aviation cc www.safomar.co.za 012 567 3139 Willie Breytenbach Era Flug Flight Training firstname.lastname@example.org Pierre Le Riche Bundu Aviation 021 934 7431 email@example.com Phillip Cronje www.era-flug.com 083 485 2427 firstname.lastname@example.org Execujet Africa www.bunduaviation.co.za 011 516 2300 email@example.com Celeste Sani Pak & Inflight Products www.execujet.com Steve Harris 011 452 2456 Federal Air firstname.lastname@example.org Rachel Muir www.chemline.co.za 011 395 9000 email@example.com Cape Aircraft Interiors www.fedair.com Sarel Schutte 021 934 9499 Ferry Flights int.inc. firstname.lastname@example.org Michael (Mick) Schittenhelm www.zscai.co.za 082 442 6239 email@example.com Cape Town Flying Club www.ferry-flights.com Beverley Combrink 021 934 0257 / 082 821 9013 Fireblade Aviation firstname.lastname@example.org 010 595 3920 www.@capetownflyingclub.co.za email@example.com www.firebladeaviation.com Century Avionics cc Flight Training College Carin van Zyl Cornell Morton 011 701 3244 044 876 9055 firstname.lastname@example.org email@example.com www.centuryavionics.co.za www.flighttraining.co.za Chemetall Flight Training Services Wayne Claassens Amanda Pearce 011 914 2500 011 805 9015/6 firstname.lastname@example.org email@example.com www.chemetall.com www.fts.co.za
56 FlightCom: September 2022
Fly Jetstream Aviation Henk Kraaij 083 279 7853 firstname.lastname@example.org www.flyjetstream.co.za Flying Frontiers Craig Lang 082 459 0760 CraigL@fairfield.co.za www.flyingfrontiers.com Flying Unlimited Flight School (Pty) Ltd Riaan Struwig 082 653 7504 / 086 770 8376 email@example.com www.ppg.co.za Foster Aero International Dudley Foster 011 659 2533 firstname.lastname@example.org www.fosteraero.co.za
Gemair Andries Venter 011 701 2653 / 082 905 5760 email@example.com GIB Aviation Insurance Brokers Richard Turner 011 483 1212 firstname.lastname@example.org www.gib.co.za Guardian Air 011 701 3011 082 521 2394 email@example.com www.guardianair.co.za
Heli-Afrique cc Tino Conceicao 083 458 2172 firstname.lastname@example.org Henley Air Andre Coetzee 011 827 5503 email@example.com www.henleyair.co.za Hover Dynamics Phillip Cope 074 231 2964 firstname.lastname@example.org www.hover.co.za Indigo Helicopters Gerhard Kleynhans 082 927 4031 / 086 528 4234 email@example.com www.indigohelicopters.co.za IndigoSat South Africa - Aircraft Tracking Gareth Willers 08600 22 121 firstname.lastname@example.org www.indigosat.co.za
Integrated Avionic Solutions Gert van Niekerk 082 831 5032 email@example.com www.iasafrica.co.za International Flight Clearances Steve Wright 076 983 1089 (24 Hrs) firstname.lastname@example.org www.flyifc.co.za Investment Aircraft Quinton Warne 082 806 5193 email@example.com www.investmentaircraft.com Jabiru Aircraft Len Alford 044 876 9991 / 044 876 9993 firstname.lastname@example.org www.jabiru.co.za Jim Davis Books Jim Davis 072 188 6484 email@example.com www.jimdavis.co.za Joc Air T/A The Propeller Shop Aiden O’Mahony 011 701 3114 firstname.lastname@example.org Kishugu Aviation +27 13 741 6400 email@example.com www.kishugu.com/kishugu-aviation
Kit Planes for Africa Stefan Coetzee 013 793 7013 firstname.lastname@example.org www.saplanes.co.za
MS Aviation Gary Templeton 082 563 9639 email@example.com www.msaviation.co.za
Kzn Aviation (Pty) Ltd Melanie Jordaan 031 564 6215 firstname.lastname@example.org www.kznaviation.co.za
North East Avionics Keith Robertson +27 13 741 2986 email@example.com firstname.lastname@example.org www.northeastavionics.co.za
Landing Eyes Gavin Brown 031 202 5703 email@example.com www.landingeyes.com Lanseria Aircraft Interiors Francois Denton 011 659 1962 / 076 810 9751 firstname.lastname@example.org Lanseria International Airport Mike Christoph 011 367 0300 email@example.com www.lanseria.co.za
Orsmond Aviation 058 303 5261 firstname.lastname@example.org www.orsmondaviation.co.za Owenair (Pty) Ltd Clive Skinner 082 923 9580 email@example.com www.owenwair.co.za Pacair Wayne Bond 033 386 6027 firstname.lastname@example.org
Legend Sky 083 860 5225 / 086 600 7285 email@example.com www.legendsky.co.za
PFERD-South Africa (Pty) Ltd Hannes Nortman 011 230 4000 firstname.lastname@example.org www.pferd.com
Litson & Associates (Pty) Ltd OGP, BARS, Resources Auditing & Aviation Training email@example.com Phone: 27 (0) 21 8517187 www.litson.co.za
Pipistrel Kobus Nel 083 231 4296 firstname.lastname@example.org www.pipistrelsa.co.za
Litson & Associates Risk Management Services (Pty) Ltd. eSMS-S/eTENDER/ eREPORT/Advisory Services email@example.com Phone: 27 (0) 8517187 www.litson.co.za Loutzavia Aircraft Sales Henry Miles 082 966 0911 firstname.lastname@example.org www.loutzavia.co.za Loutzavia Flight Training Gerhardt Botha 012 567 6775 email@example.com www.loutzavia.co.za Loutzavia-Pilots and Planes Maria Loutzis 012 567 6775 firstname.lastname@example.org www.pilotsnplanes.co.za Loutzavia Rand Frans Pretorius 011 824 3804 email@example.com firstname.lastname@example.org Lowveld Aero Club Pugs Steyn 013 741 3636 Flynow@lac.co.za Marshall Eagle Les Lebenon 011 958 1567 email@example.com www.marshalleagle.co.za Maverick Air Charters Chad Clark 083 292 2270 Charters@maverickair.co.za www.maverickair.co.za MCC Aviation Pty Ltd Claude Oberholzer 011 701 2332 firstname.lastname@example.org www.flymcc.co.za MH Aviation Services (Pty) Ltd Marc Pienaar 011 609 0123 / 082 940 5437 email@example.com www.mhaviation.co.za M and N Acoustic Services cc Martin de Beer 012 689 2007/8 firstname.lastname@example.org Metropolitan Aviation (Pty) Ltd Gert Mouton 082 458 3736 email@example.com Money Aviation Angus Money 083 263 2934 firstname.lastname@example.org www.moneyaviation.co.za
Plane Maintenance Facility Johan 083 300 3619 email@example.com Precision Aviation Services Marnix Hulleman 012 543 0371 firstname.lastname@example.org www.pasaviation.co.za PSG Aviation Reon Wiese 0861 284 284 email@example.com www.psg aviation.co.za Rainbow SkyReach (Pty) Ltd Mike Gill 011 817 2298 Mike@fly-skyreach.com www.fly-skyreach.com Rand Airport Stuart Coetzee 011 827 8884 firstname.lastname@example.org www.randairport.co.za Robin Coss Aviation Robin Coss 021 934 7498 email@example.com www.cossaviation.co.za SAA Technical (SOC) Ltd SAAT Marketing 011 978 9993 firstname.lastname@example.org www.flysaa.com/technical SABRE Aircraft Richard Stubbs 083 655 0355 email@example.com www.aircraftafrica.co.za SA Mooney Patrick Hanly 082 565 8864 firstname.lastname@example.org www.samooney.co.za Savannah Helicopters De Jager 082 444 1138 / 044 873 3288 email@example.com www.savannahhelicopters.co.za Scenic Air Christa van Wyk +264 612 492 68 firstname.lastname@example.org www.scenic-air.com Sheltam Aviation Durban Susan Ryan 083 505 4882 email@example.com www.sheltamaviation.com Sheltam Aviation PE Brendan Booker 082 497 6565 firstname.lastname@example.org www.sheltamaviation.com
Unique Air Charter Nico Pienaar 082 444 7994 email@example.com www.uniqueair.co.za
Sky-Tech Heinz Van Staden 082 720 5210 firstname.lastname@example.org www.sky-tech.za.com Sling Aircraft Kim Bell-Cross 011 948 9898 email@example.com www.airplanefactory.co.za Solenta Aviation (Pty Ltd) Paul Hurst 011 707 4000 firstname.lastname@example.org www.solenta.com Southern Energy Company (Pty) Ltd Elke Bertram +264 8114 29958 email@example.com www.sec.com.na Southern Rotorcraft cc Mr Reg Denysschen Tel no: 0219350980 firstname.lastname@example.org www.rotors-r-us.com
Unique Flight Academy Nico Pienaar 082 444 7994 email@example.com www.uniqueair.co.za Van Zyl Aviation Services Colette van Zyl 012 997 6714 firstname.lastname@example.org www.vanzylaviation.co.za Vector Aerospace Jeff Poirier +902 888 1808 email@example.com www.vectoraerospace.com Velocity Aviation Collin Pearson 011 659 2306 / 011 659 2334 firstname.lastname@example.org www.velocityaviation.co.za
Sport Plane Builders Pierre Van Der Walt 083 361 3181 email@example.com
Villa San Giovanni Luca Maiorana 012 111 8888 firstname.lastname@example.org www.vsg.co.za
Starlite Aero Sales Klara Fouché +27 83 324 8530 / +27 31 571 6600 email@example.com www.starliteaviation.com
Vortx Aviation Bredell Roux 072 480 0359 firstname.lastname@example.org www.vortxaviation.com
Starlite Aviation Operations Trisha Andhee +27 82 660 3018/ +27 31 571 6600 email@example.com www.starliteaviation.com
Wanafly Adrian Barry 082 493 9101 firstname.lastname@example.org www.wanafly.co.za
Starlite Aviation Training Academy Durban: +27 31 571 6600 Mossel Bay: +27 44 692 0006 email@example.com www.starliteaviation.com
Windhoek Flight Training Centre Thinus Dreyer 0026 40 811284 180 firstname.lastname@example.org www.flywftc.com
Status Aviation (Pty) Ltd Richard Donian 074 587 5978 / 086 673 5266 email@example.com www.statusaviation.co.za
Wings n Things Wendy Thatcher 011 701 3209 firstname.lastname@example.org www.wingsnthings.co.za
Superior Pilot Services Liana Jansen van Rensburg 0118050605/2247 email@example.com www.superiorair.co.za
Witbank Flight School Andre De Villiers 083 604 1718 firstname.lastname@example.org www.waaflyingclub.co.za
The Copter Shop Bill Olmsted 082 454 8555 email@example.com www.execheli.wixsite.com/the-coptershop-sa Titan Helicopter Group 044 878 0453 firstname.lastname@example.org www.titanhelicopters.com TPSC Dennis Byrne 011 701 3210 email@example.com
Wonderboom Airport Peet van Rensburg 012 567 1188/9 firstname.lastname@example.org www.wonderboomairport.co.za Zandspruit Bush & Aero Estate Martin Den Dunnen 082 449 8895 email@example.com www.zandspruit.co.za Zebula Golf Estate & SPA Reservations 014 734 7700 firstname.lastname@example.org www.zebula.co.za
Trio Helicopters & Aviation cc CR Botha or FJ Grobbelaar 011 659 1022
Tshukudu Trailers Pieter Visser 083 512 2342 email@example.com www.tshukudutrailers.co.za U Fly Training Academy Nikola Puhaca 011 824 0680 firstname.lastname@example.org www.uflyacademy.co.za United Charter cc Jonathan Wolpe 083 270 8886 email@example.com
United Flight Support Clinton Moodley/Jonathan Wolpe 076 813 7754 / 011 788 0813 firstname.lastname@example.org www.unitedflightsupport.com
FlightCom: September 2022